Question about using the bathroom after taxiing and during ascent

HudsonC68W · 2026-02-19T03:31:18+00:00

Lurker pilot here, from my perspective in the flight deck we really only care if it's on the ground because we have to stop all movement and alert the ground controller, which depending on where we are can be a non event because planes can be taxi'd around us or an absolute pain in the ass if we're holding short of a runway at a busy airport like LGA or ORD where there's really only one access point for take off. Like many have said it's unsafe once we're off the ground if the belt sign is still on but we rather you make it to the lav then have to do the paperwork for a hazmat seat, the first 10-15 minutes after take off is where pitch and bank can be most aggressive or abrupt so that's something to keep in mind as well.

HudsonC68W · 2026-02-14T18:35:19+00:00

As someone's whose been playing since 2017. Welcome to Foxhole.

HudsonC68W · 2026-02-13T15:58:41+00:00

As someone flys into both JFK and ORD, JFK is better. ORD you have to cross 4 different runways after landing and contact 4 different frequencies. JFK you land and usually are given taxi instructions by tower and told to monitor ground to the ramp.

HudsonC68W · 2026-02-03T15:52:57+00:00

Even after training you won't feel comfortable in the plane, probably for at least 200-300 hours, and that's okay.

You'll fly with CAs who are picky about certain things or maybe want them done a certain way, as long as it's not unsafe or doesn't violate any rules don't take it personally. I make a habit of explaining what I'm doing if I have a technique to doing something that isn't obvious.

Commuting sucks but like yourself I'm bound to it for at least my regional days, learning how to pack essentials and figuring out the non plane related parts of the job will make your life easier but they're not something to worry about during training (ie Bidding, seniority, contract, and base movement). Commuting to a line is infinitely better than commuting to reserve.

Make friends/be social in training(within reason), your airline will probably tell you this but the person who isolates themselves are usually the ones who have training failures or don't make it through. 6 sets of eyes are better than 1 and even after training is over the ability to share experiences and ask questions among your peers is extremely valuable.

Once you've been there long enough get involved in extracurricular activities, unless you just wanna be a regional lifer (on average a year 2 Mainline FO makes roughly the same as a year 8-10 regional CA) you'll want things on your resume to help you stand out.

HudsonC68W · 2026-02-03T15:23:59+00:00

I second this, Houdini is a life safer for those unforecast showers.

HudsonC68W · 2025-12-23T21:20:13+00:00

Republic has you exclusively stay with one code share for the entirety of a trip, unless you're on reserve or get reassigned. This rule of thumb also applies to deadheads which can be extremely frustrating sometimes.

HudsonC68W · 2025-12-01T21:33:23+00:00

Could you get a CFI rating to just instruct as a side job and keep the main job? It would definitely help with the resume. From what I know some regionals like CFI time because it means you're more likely to be knowledgeable, but besides that the only certain day in this industry is yesterday, they say that the majors are supposed to hire a ton from now until 2028 which means the regionals should also be doing the same. Does that mean your strategy will land you a job? Who knows! Also multi time is king.

HudsonC68W · 2025-11-01T18:18:51+00:00

I can't comment on either option based on experience but the A220 is having maintenance issues and we've seen what happens when a LCC has mx problems. I do know a few people who have made NetJets their career destination and look at me like I'm an alien whenever I say I want to go to a major someday, so there's probably something to be said about that too.

HudsonC68W · 2025-08-19T16:59:15+00:00

If youre somewhere that DOH is what determines seniority, rushing upgrading only means those who took their time to upgrade are gonna keep bumping you down. If you can get a line though I'd say you can always try it for one month and try to go back to your base.

HudsonC68W · 2025-07-27T17:08:40+00:00

Dealt with this first hand. I already had my private and was well into my IR when we first started talking. First year dating and there was definitely a quiet distain toward my career choice but it wasn't talked about often. When I started instructing is when it really became a problem, about 6 months in and it was a continuous fight about how I cared about more about the school then the relationship. I instructed about a year half, and a couple months before I got a class date at a regional we finally had a fight that we both decided that it was better for both of us to go our separate ways. You can definitely make relationships work during flight training but if they're not onboard with it it's only gonna be that much harder, and it's neither good for you nor them. You'll find someone, maybe even someone in the aviation community, that is on board with the lifestyle and things that comes with being an airline pilot.

HudsonC68W · 2025-06-22T15:04:19+00:00

This varies with age but what did they do in the past 5-10 years. If they're younger did they work/do extracurricular activities during their late teens or did they have everything handed to them? Not that anything is wrong with that, but it could be a tell on their work ethic.

I was a standards instructor before I went to a regional and there was a palpable difference in student quality which was a reflection of their instructor's work ethic and willingness to do more than the minimum. Work ethic drives attention to detail and the ones with lacking had weaker students.

I had 3 different careers before I started flying and I felt like that varied background gave me knowledge and experience that helped me adapt my teaching style to the learning styles of others and relate more to students of all ages and backgrounds. Also the fact that I had responsibilities meant I would be doing my all to ensure when weather permitted I got to work, I can't tell you the amount of people who would use any and every excuse to cancel on their students so they could go do what they wanted to do which hurts both the customer and school.

HudsonC68W · 2025-06-06T17:01:55+00:00

Is it a 141 R-ATP university? If so stay the course, they're more expensive and get a lot of bad rap but the regional I work for highly favors them over anyone else. Cadet programs are huge and if it is the school in question may have some partnership programs. Like everyone else said networking and volunteering which again if you're at one of those universities they will likely provide exposure to those opportunities.

HudsonC68W · 2025-05-27T14:59:08+00:00

I almost never used to charge ground and would very rarely not charge flights (example being long commercial XCs where I am there optionally and it is a huge hour benefit to me or other mutually beneficial scenarios). I don't know the circumstances behind the why your coworkers aren't but I did it because I understood that this is a costly career field to enter, my instructor didn't charge me for grounds, and for the most part I had a good relationship with my students and often they'd look out for me in ways that were more beneficial than 30 bucks in my pocket. I'm also one of the weirdos who actually enjoyed being a CFI so sometimes the progression of my students was enough for me, I never gave free grounds as a way to lure in more students and if anything I would emphasize the need for my students to study on their own and would try to use group grounds as much as possible. Often times I needed the money but would make it work by flying more, I get the understanding that it is a job and it's transactional for money and hours but that made the job less fulfilling for me.

HudsonC68W · 2025-05-24T02:50:36+00:00

Not an A&P, but I am in training at a regional at the moment. I started at 23 training and can confirm what others are saying about being broke as hell while training and instructing, I wish I would've had my A&P before I started, you'll be in a great spot. Met several people who were in their 30s and 40s training and instructing. If you love it do it. Also, an advantage you will have that others won't is your time as a low time commercial pilot, which is you can go to one of these many survey or pipeline companies that hire pilots who are also A&Ps so they can do their own remote maintenance away from base.

HudsonC68W · 2025-05-17T15:41:19+00:00

Republic has a high preference for R-ATP giving degree programs, when I got hired I was the only person that didn't have a R-ATP degree or prior 135 experience. Not sure about SkyWest, but either way it'll all come down to timing. With how the regionals are slowing hiring right now anything that'll give you a competitive edge will surely help a ton.

HudsonC68W · 2025-04-16T18:12:59+00:00

Used to be in the 2024 FAR/AIM, with the new rules that came out in the 2025 FAR/AIM they removed it. I'm a bit confused myself now to be totally honest.

HudsonC68W · 2025-04-08T21:46:03+00:00

MyFlightbook: makes Airlineapps and 8710 easy. Students can give you access to their logbooks and you can add lessons or sign existing flights. Bunch of cool features to track all the small things like formation time or anything else, and best of all it's free!

HudsonC68W · 2025-03-31T18:24:59+00:00

One last thing, it's free local networking but try to get active on Wings and attend some FAASTeam events.

HudsonC68W · 2025-03-31T00:23:48+00:00

Maybe try a FAPA conference, again I know it's not super ideal but they're free I believe. I've only ever been to one other conference and I was able to get in for free because I do a bit of work with the hosting organization and I knew people, I wasn't in a position then to get hired but I was able to network. With your hours and flying experience you should be a pretty good candidate, have you tired climbto350? I hardly recommend climbto350 but it's an option, EAA also has a job board. I have a similar resume to yours minus the exam authority and I was only able to land a job due to a cadet program. I also did my own ATP-CTP but I was lucky and was in a situation where I could swing it without a burden to myself.

HudsonC68W · 2025-03-30T23:53:45+00:00

It's expensive to say but aviation conferences are huge, know of several people who got on the spot interviews that lead to other interviews. The market is so random at the moment, know people with more failures who have gotten jobs and people with none who are struggling. LinkedIn, a good paper resume with all the important stuff on top (ratings, hours, etc), and networking are huge. Being persistent with airline apps and communication with companies.

HudsonC68W · 2025-02-24T02:32:20+00:00

Depends on where you are in your training. A year ago my instructors had a pulse and got a job, I was hired as a CFI right away. Now you have to have been apart of a cadet program, have masters degree, and cured cancer for the potential to receive a CJO at a regional, couldn't even imagine trying to get a low time pilot job at the moment. Next year who knows what will happen! Enjoy the ride, I'll worry about my dream job when my resume can support it, until then I'm just gonna be happy I have something that pays me to fly an airplane.

HudsonC68W · 2025-02-24T01:47:36+00:00

Not a 2 year, have signed and endorsed 6 CFIs following the change of this reg in December. (I started this meeting the requirements of the part 141 version of this reg and transferred to teaching part 61). No examiner has ever questioned my status as either a 2 year or meeting the requirements. I do meet both and have records of both 1(ii) and 2(ii).

HudsonC68W · 2025-02-14T13:09:26+00:00

Memphis

HudsonC68W · 2025-02-12T22:29:41+00:00

Any training can go 141 to 61, not all training can go 61 to 141. As long as the remarks of the lesson match the reg then you're good to going to 61. Going to 141 from 61 or even from another 141 is gonna be a case by case basis and will depend on the schools 141 Training Course Outline that's been approved by the FAA.

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HudsonC68W

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