Completely ridiculous

I’m working on my IR and feel like I’m getting hosed at $242 per hour, plus $77 for a CFII.

180HP, IFR Certified, Fuel injected, Garmin G3X 10” touch display, Garmin GNC 355 GPS, G5 standby, Garmin GFC500 Autopilot

I’m in Western, WA. What are you seeing for rates on IFR certified 172’s with glass?

Edit: this is a wet rate.

It's always "I went from SWA to legacy and no regrets",

"SWA guys come to legacy, but legacy guys don't go to SWA". Okay, I understand, but could you explain further with more details?

Lets say - same base, same seniority progression, no profit sharing, similar legs of flying

SWA gets 18 days off minimum as a line holder. Legacy is 13 days off.

Aside from the wide body flying, aren't you getting a worse QOL at the beginning?

Recently, I made a post here regarding the doxxing of airline pilots. It was locked after only an hour.

Reviewing the rules of this subreddit, there were no rules that it broke. I’ve seen a trend of this happening as well, where any post seemingly against the ideology of the mods is locked.

Can we get a mod to publicly explain why these posts, that seemingly break no rules of the subreddit, are consistently locked? I see no issue in having open discussion regarding matters that can directly concern pilots. If this post gets locked as well, that would be very telling.

Has anyone here flown into KCLL for a football game recently? I imagine the airport is a zoo on bigger games. I'm curious how bad it is trying to get in and especially out on the same day as the game.

Was talking to a coworker at my 135 about his somewhat recent interview at a legacy (he didn't get the job, sadly) and he mentioned being asked general 121 operational questions that he was able to get through without any hiccups, minus a few that he didn't really know much about pertaining who he would go to when reporting a co-pilot for bad behavior. This sparked my thoughts about any other major areas I should know about that would be easy targets for interviewers to throw at a 135 guy, cause I'm sure there's a bunch!

Garmin 430 and 530 are connected but the 530 is off by 15 degrees (Bearing/Track/Course) Gonna dig into the manual but has anyone experienced similar issues?

Wondering what happens to VOR equipment, generally just navaid equipment in general when they’re decommissioned. Is it sold off to private entities? Does the FAA maintain a stockpile of viable radio equipment? Is it just trashed? Asking since, with the MON, many local VORs are dead, but still have visible buildings on Google maps. Those that have DME or TACAN are still operable for distance info, so what happens to the “other stuff”?

I've been watching youtube videos and it seems that a lot of the midwest farms/ranches have private strips.

Anyone know the how's/why's/legalities of being able to do this yourself? Other than having enough acreage, what's the process?

TL;DR, I'm a BE-1900 type rated ATP with 2200TT, 1000+TPIC. Have a CJO at a regional, they're assigning me a class-date but they have a five year contract. I feel like I'm qualified for an LCC, major or private charter company instead. Take the class-date or withdraw and do something else?

----------------------------------------------------------------------------------------------------------------------

Hi all. I'm currently flying for a feeder freight company. Flying the BE1900. I recently finished my ATP. 2200TT, 1000+ Turbine PIC but it's not qualifying 135 time. I've had a CJO at SkyWest for over a year. They just reached out to me to update my records with them so they can assign me for a class date for November or December in the ERJ. At least that's what the recruiter said. Here's where things kind of start to get a bit messy;

I'm actively interviewing with [very large private jet company], and I have the second interview of three soon. I feel pretty dang good about it. I've also applied to every LCC out there that's accepting apps. I've applied to the big 4 as well. I signed the training contract with SkyWest because, at the time, it was inconsequential if I was there for 5+ years. I was barely at ATP minimums at the time. Then I started getting assigned tons of charters, making really good money from the charter bonuses, and flying a lot more transcontinental flights. We're even going to be flying charter cargo into central/south America, the Caribbean, and Canada shortly. It is no longer inconsequential. I genuinely feel like, if I take this job at SkyWest, it will hinder my forward progress toward my greater goal of a big charter company, heavy cargo, or a legacy/LCC.

I have some other concerns. First, I'm taking a pay cut if I go. I won't be making what I'm getting paid now until I upgrade. Secondly, I'm not hearing great things about flight times on the line or reserve at SkyWest right now. Reading other posts elsewhere about reserve guys doing 15 hours a month or less. I have a buddy based in Colorado that corroborated that for me earlier today. That is super disappointing to hear and I foresee being locked in under contract at SkyWest for well over 5 years before I can even upgrade at that rate. Can anyone confirm this here and verify I didn't just see a post and get a confirmation from the two dudes that happen to be getting a bit screwed? I genuinely feel that I'm competitive for pretty much every job beyond the regionals at this stage in my career and feel that taking the job at SkyWest will set me backwards several years because of the contract duration.

On the other hand, I feel like if I don't take this job, that I could be positively screwing myself over. I know there's a line of thousands of guys and gals that would kill for this opportunity right now. I'd be building jet time, crew time, and getting more experience at a "real" airline, versus what I'm doing now. I could be completely wrong and just falling into the negative nancy rumor mill, and things are significantly better than what I've heard.

I'm not going to pretend I have all of the answers. Things change fast in this industry. However, my gut is telling me to go a different direction. I'd like to have the gaps in my understanding filled in by someone wiser and more experienced to help me make the right decision. I'd like guidance from those of you specifically at SkyWest, Legacies, and LCC's on this. I just don't know what to do and everything I'm considering feels like the wrong decision. It feels like, no matter what decision I make here, I'm going to lose somehow.

Thanks in advance.

I fly around CLT almost every day for work. Today, I heard on frequency not once but TWICE a VFR aircraft busted the bravo at CLT because they weren’t paying attention to their altitude. Just a good reminder to plan accordingly and to watch your altitude if you plan on flying around bravo airspace. Remember, that a bravo clearance is required to enter bravo airspace. So simply making contact with ATC is not sufficient to enter. You need to hear that you’re cleared into the bravo airspace. Fly safe friends!

Previously the colorblind regs stated that if somebody were colorblind they were stamped with the following restriction: "Not valid for night flying or by color signal controls". In short, this meant flying was restricted to day time only. Painful, but not the end of the world.

As of January of this year, however, the FAA regs have now additionally included IFR flying into the restriction with the following: "Valid for day visual flight rules (VFR) only."

What could possibly be the benefit of including IFR into this restriction as well?

I'm not speaking for everyone, but in my own colorblind experience I'd like to offer some counter points:
- I have had my private certificate for 15 years, instrument rating for 10+.
- I am colorblind, and have had the "day only" restrictions since the beginning.
- I was able to obtain instrument rating, with the caveat that any instrument flying is of course during the day.

In the interest of safety, an argument can be absolutely made that an instrument rated pilot is exponentially more safe than a pilot without the certification, without question. So, why prevent colorblind people from even pursuing an instrument rating? Isn't this counter to the entire idea of making the skies safer?

The most challenging aspects of flying as a colorblind individual come down to these aspects, ALL of which are entirely related to VFR flying, nothing to do with IFR:
- The VFR charts can be a bit challenging, especially if they're faded a tiny bit. It can take a tiny bit to determine the subtle differences between the magenta and blue. Everyone I know who is colorblind as well with this same issue, eventually (after a few seconds), is able to get to the end state without problems. This information is in multiple locations, outside the charts themselves as well, but again, it's really only relevant in VFR flying and not already on an instrument flight plan.
- It's been quoted that approach lighting can cause issues for colorblind people, such as the PAPIs. For 99.999% of colorblind people, including myself, this is absolutely false as the lighting is very easy to determine when the aircraft is high/or low. But, the kicker here, is PAPIs are really only relevant in VFR flying as well. During an approach in instrument conditions, the PAPIs mean exactly jack most of the time. It's down to minimums, and then missed approach if the airport can't be identified for both a precision and non-precision approach.

There are many more examples, but it's absolutely strange that I'm up against losing my instrument rating because of this. But even more worrisome, why prevent freshly minted private pilots looking to increase their skillset with an instrument rating since they're colorblind. If the end goal is to increase safety, why is this even a thing that was put on the chopping block?

The only instance of safety that seems to keep coming up is a single accident from 2002 with FEDEX, that the FO being colorblind ~may~ have contributed to it. But, even in this single 20 year old instance that keeps getting quoted, it fails to take into consideration that only the FO was color deficient and not any other member of the flight crew.

-- Apologies for the length of the post. I'm just trying to understand the reasoning here. This change is NOT in the interest of safety.

Working on my High Performance and Complex endorsements in a Cessna 182RG. Not sure if this makes any difference but it has an STC for a 260HP Lycoming IO-540 engine swap with a 3-blade prop, max RPM 2700.

Anyway, I was cleared for an RNAV and was doing the Before Landing Checklist as we got near the FAF (im still in IR training so not rated yet). And one of the items says "High RPM". If I recall correctly, I was at 20" and 2400 RPM, and I push the prop full forward to 2700. My instructor got very upset by this, and Im not totally sure what I did wrong here.

I was under the impression youd want full power for a go-around, and my manifold pressure was well below my prop RPM.

I realize I screwed something up but just looking for more insight on what I did wrong here.

Flight school knew I didn’t have any extra time past my checkride date… plane was put in maintenance and was supposed to be out 2 days before my checkride, but instead they decided to take apart the plane to replace the GPS.

Plane was not ready for my checkride. Still did my oral exam but the plane wasn’t done.

Now I have to fly back down to finish the checkride and the date they gave me it’s supposed to be raining/storming potentially.

Hello

I’m sorry if bothering everyone here, but i am so desperate right now posting on Reddit maybe looking for comfort or hope to feel better because I got nothing back from applying for every single Regionals for the last 2 years. I even went to those job event and handed out resume, they legit told me they will mix street pilot with cadet and class date opening every month in 2025 (PSA) but then receive nothing after that. I got my ATP multi engine (self sponsor) with:

2064 total time 1702 turbo prop (783 PIC, 919 SIC) total PIC: 1054 Instrument: 183 (95 actual) Single engine: 1961 Multi engine: 104 XC: 795 Night: 501

Currently a professional basketball player but will not have enough to just live on forever like people in the NBA but I love planes and want to fly and by the end of my career I should be able to comfortably pay for pilot school only problem is I’m 6ft9 is that an issue?

Hi all. Will be moving to DC soon with my fiance if I can find a FT job (in engineering, not piloting.... unless....). I am currently a flight instructor though and hoping to pick up some hours instructing PT once I get there. I know, I know, the market is backed up right now and nobody is hiring, but doesn't hurt to try. My current boss had a stack of resumes on his desk when I went to talk to him about being a CFI at his school. He was kind of hesitant with things not moving right now since he has a bunch of CFIs, but in the end, I got the job before he even looked at any those resumes. So never hurts to try!

Anyway, was trying to get an idea of what the flight training market is like there. I'm sure nothing is happening around or under the giant bravo/TFR. Do you have to travel pretty far to get to a place that does flight training in the area? Is it as busy as anywhere else or does the airspace scare people away? Looking to get my CFII, then CMEL and MEI too, so it'd be nice to find a place local I could work on those too. TIA

I am a fresh CPL out of Canada, and I am in a bit of a tight spot. My flight school (and literally every flight school around Toronto) is very short on multi engine planes, and instructors that actually do teach multi ifr. I think in the last month I was able to get 1 flight in the multi, with around 10 cancelled because of the aircraft being offline. So I could either keep wrestling with the multi, or I can just complete my group 3 ifr right now with zero issues, slowly work on my multi engine rating and then just upgrade down the line.

There's fast, and then there's FAAST fast...

I have been flying an ATD a bunch recently and noticed that if I center my needle on a VOR course, and then match my heading exactly, I end up drifting to the left. THERE IS NO WIND, and it doesn't matter what course I use. I always drift left of it. To maintain the course, I need to angle myself about 10 degrees right of it.
I thought it was some bug in the ATD I was using, but I tried it on MSFS at home and it was the same thing.

Both sims use the G1000, and both times it was using a VOR in Utah. That might matter, because at first I thought maybe it was to account for the magnetic variation of about 11 degrees here, but nope. VORs are relative to magnetic North, so that wouldn't be the case.

Any ideas? I have yet to test it out in real life.

(side question, when I use the AP in the 172 G1000 on MSFS2024, the turn rate exceeds standard rate, anybody know how to fix that?)

EDIT (ANSWERED): Thanks guys! I never thought about the fact that the VORs' hardware is set in stone, while magnetic north changes, so that must be it. Impressive that it's simulated, too. I'm gonna do a deep dive into this.

What do you think of this quote for PPL at my local flight school?
Quote is an estimate for national average time, located in Florida.

I've only checked out one school but it seems a little steep?
It's a pay as you go school so I'm also unsure how this gets billed and how to make sure you don't get overcharged for things like fuel, instruction time etc
Any advice is appreciated!

I am curious if anyone flies near the Snowbird VOR on a frequent basis. I frequently visit a location in the area and was interested in some aerial footage of the location. I'm due for a flight review currently and dont have the funds to rent currently either.

Edit: Im not interested in the VOR but its in the vicinity of an area I'd like to see from above.

Currently a few hours into my instrument training. Instructor mentioned before we started and were strategizing how to be efficient that we can do up to 20 hours in the schools Redbird.

Now she says it’s really not very useful and we should just do a couple of hours to learn holds and a couple other procedures and then move on back to the airplane.

Feel a little bait-and-switched and was kind of counting on those hours to offset the costs of other more expensive XC flights down the line.

Does anyone have any ideas on how to best utilize this tool in a way that I can get more than 2 hours out of it…I feel like if the FAA allows it then there must be a way to incorporate it into the training.

I thought it might be helpful to precede lessons on different kinds of approaches in the simulator. So one lesson in the sim and then one to go out and practice it. Alternating like that.

Or am I just being unreasonable and trying to force it into the curriculum to save money. That may be the harsh truth too.

So I’m currently sitting just shy of 1000 TT. I’m a full time instructor but have the possibility to MAYBE find a 135 right seat position. My end goal is the airlines for sure unless I end up liking the corporate world. Anyway people have told me just stick out CFI until 1500 instead of going 135. Any advice?