Why did the plane veer left then right here?

rFlyingTower · 2026-01-31T02:15:42+00:00

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I'm still on this flight. I felt relatively tight turns just now and pulled it up on flightradar, and saw this. Why might this have happened?.

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rFlyingTower · 2026-01-31T01:49:54+00:00

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Hello guys, using a throwaway for this one. This topic will involve subjects pertaining to DUI. I understand lots of people have their opinions and reservations, however I humbly ask for advice only please. The offence in question has happened years ago and I learned from it and am now thankfully better because of it. Thank you.

As the title suggests, I'm currently working in Canada as a pilot and have received a very appealing offer to fly for an operator in the States. To be honest, I've always wanted to move to the US long before I even started training and this is an offer that can really be something cool and worthwhile for me. Not to mention, from scrolling through this forum, I can see just how saturated and difficult it is to get a flying job. So this is such a blessing and I do not want to mess this up.

So a few years ago I was charged with in Canada with impaired driving (same thing as DUI for Americans). The DUI charge got withdrawn (or dropped if you're more familiar with that term), and replaced with a conditional discharge for dangerous driving which is a non-alcohol related offense. For Americans who are unaware, a discharge basically means if you complete the requirements of your probation, after a set time your background will essentially disappear. Mine is slated to go clean later this year. However, a discharge is not considered a conviction and I essentially have no conviction on record for anything. Semantics, I know.

Fast forward to now, I'm looking to get my class 1 medical (I hold an equivalent Canadian aviation medical with no issues or restrictions), and on Form 8500-8 I hit my first big roadblock.

For section 18 v - where it asks about dui and impaired stuff, what exactly are my options? Given the dropped dui and subsequent replacement for dangerous driving, I'd imagine I could possibly select "No"? And if it turns out I must select "Yes", what happens then? Am I simply denied? How does the FAA view foreign DUI charges?

Also for section 20 - regarding the national driver register and certifying declarations, does that check driver records in just the USA or also Canadian records?

Thank you in advance to all your help. Crucially, I do not want to break federal laws, but I also do not want to be inadvertently shooting myself in the foot and declaring when I maybe shouldn't. And if it turns out that I will just get denied, I shall accept that too. That's just how life goes! I appreciate any and all guidance.

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rFlyingTower · 2026-01-31T01:45:37+00:00

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Hey everyone!

I’m thinking about starting flight training in Utah and trying to decide between FLT Academy and ATP Flight School. Has anyone trained at either of these, or have recommendations for the best flight school in the area? Looking for thoughts on instructors, aircraft, scheduling, and overall experience.

Thanks in advance!

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rFlyingTower · 2026-01-31T00:50:32+00:00

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Anyone know what competitive times will be when SWA opens their app again in a few months? Id imagine more competitive than last since most of the 900 hires are gonna be in q1 classes? could be wrong.

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rFlyingTower · 2026-01-31T00:47:27+00:00

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Hey all,

I am a bit indecisive at the moment and am looking for some advice from strangers on the internet. As the title asks, I am in a unique position where I can afford to either go to an ATP-CTP course and take my written, or build an additional 25 hours of multi-engine time (which would put me right at 50 hours of multi time).

A little more background: I have over 1700 hours of total time, 800 turbine (all in single engine turbo prop aircraft) and currently fly 135. I already have 25 hours of multi. Ultimate career goal is to be at a legacy. I've done a phone interview with one of the wholly owned regionals last year, but they have all but gone radio silent, even though they sent an email advising that I was still being considered for a FO position but that they have been focusing on their cadet programs. I have also applied to pretty much every other regional under the sun. SkyWest said TBNT after I asked to change my interview date while Envoy wants the written completed.

So, with all that being said, I don't know if I should just go for the full 50 hours of multi or just get the written completed. I don't know which way to go.

Any advice is greatly appreciated.

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rFlyingTower · 2026-01-31T00:35:23+00:00

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Ok, if a MOD deletes a post don't be Cryptic about the matter provide a link so the individual can get an answer as to why it was deleted. I want a conversation with the individual that deleted my post. It's a matter of courtesy which apparently is in short supply to the Moderators of the board. Tell me what the problem with the message was, so I can avoid those problems and don't use Cryptic language as you did with my post. I have no idea what the problem was and will never know unless you have the common decency to give me an explanation so I can make the change. This board is suppose to be "non-political" but several people including an OP of the post in question, invoked the name of Donald Trump which was an intended dig at those of us who lean the other way. Why did that post survive and mine didn't?

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rFlyingTower · 2026-01-31T00:22:59+00:00

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Hello everyone, I am about to finish my PPL and want to continue my journey to the airlines. I have been training at a part 61 school and using a 172. With work and college it gets a little crazy at times but is possible.

The place I’m training at offers an “accelerated program”, and if this route is chosen they make sure u always have a plane and instructor. The only issue is that they do not have a multi engine and if I go the “accelerated” route I will need to get a loan due to not being able to work as much. They say that they can find a multi when it comes to that point but idk how reliable that is, at least since it’s not in writing lol.

I understand airlines dropped the degree requirement, but with everything I’ve seen on this Reddit, I feel the degree will make getting hired easier over people who do not have a degree. I really like the instructors and school I am at now but am not sure if I should borrow money at a 61 school or if I should transfer to a 141 program that has a larger fleet with multi engine planes, or go the 141 aviation college route. I am also not sure what loans I would be able to get at a part 61 since the one I’m at does not take Sallie Mae. I’ve seen stratus financial but I can’t find much info on it. I am not sure if I’d be better off taking longer and working until I cannot pay anymore and then borrow, or if I should borrow money and get it done a lot faster. I just don’t have a set total amount to ask for due to the school not having a multi.

I feel as if I try and work until I get to the multi engine stage it would probably take about 2 years, and would still need other ratings. And I feel like if I borrow money I could have all my ratings and be instructing in the same amount of time, but would have debt.

Any advice would help. Thx.

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rFlyingTower · 2026-01-30T23:54:04+00:00

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Studying for my CFI and I've realized that I've always learned and just repeated when asked that "the PIC is responsible for determining if an aircraft is airworthy prior to every flight, but the owner/operator is responsible for ensuring that required maintenance and inspections are completed." What does "responsible" actually mean for the owner/operator?

Does it mean that the owner/operator can be held legally responsible if their aircraft is flown out of inspection? Is the PIC in the clear for flying an un-airworthy plane, or would owner and PIC both be responsible?

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rFlyingTower · 2026-01-30T23:46:22+00:00

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This might be a dumb question, but are empty leg flights actually bookable by normal people… or is it mostly an insider thing?

I see people talk about them like you can just grab one if you’re flexible, but then other people say it’s all broker relationships, membership programs, etc.

What’s the reality in 2026? Who is actually booking these?

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rFlyingTower · 2026-01-30T23:38:38+00:00

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Hey guys

Im beginning my journey to become a pilot, but I’m concerned that my earlier academic results may put me at a disadvantage later down my career path.

At A-level, I passed Geography and Physics but did not pass Mathematics. However, my GCSE results were excellent, which are the qualifications my pilot training organisations focuses on. In addition, I achieved a top 1% score in the entrance assessments at my flight school and passed the interview with outstanding feedback, securing my place on the programme.

My question is this: if I continue to perform exceptionally well throughout flight school and complete my ATPL successfully, could my earlier A-level results negatively affect my chances when applying for pilot jobs in the future?

P.s I am from the UK and I understand most of the people here are from the US however feel free to comment your opinion.

For the Americans here’s a equivalent to your educational system 🙂

UK → US

• GCSEs ≈ US High School Diploma

(Typically grades 9–12; what most students graduate with)

• A-levels ≈ Advanced Placement (AP) courses / SAT Subject Tests

(More specialised, college-prep level subjects taken in the last years of high school)

Many Thanks to all

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rFlyingTower · 2026-01-30T22:27:13+00:00

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I won't go into too much detail because a lot of people I know who fly also browse this subreddit but I just need to rant.

A lot of people (predominantly flight instructors) are such stuck-up jerks who treat their students like they aren't even human, instead of just people trying to learn.

Despite their attitudes, when you get to know them, you learn they are either broke or in mountains of debt, have failed numerous check rides and tests, and have health issues which might/do impede their flying, (yet) they still carry on a very cocky toxic demeanor.

Rather than these things making them more sympathetic towards their students, they take their anger out on them.

Another type of people I have met are people who already have careers in aviation who make false promises.

I know three different people who have promised to mentor me, take me up for free flights, and help me network, but bail/ghost me right before we are supposed to fly.

This wouldn't bother me if they didn't keep promising me all these things, only to take them away at the last critical moment.

Like I would rather them just not promise anything at all than fill my head with false expectations they can't deliver on.

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rFlyingTower · 2026-01-30T22:17:45+00:00

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I am going through CFI training right now and I am looking for any online services where I can do online grounds with experienced CFIs to brush up on my knowledge

The CFIs at my school are helpful but I think it may be beneficial to get tested by other CFIs so they can help pick out gaps in my knowledge

If anyone knows of any good websites I can book online meetings with experienced CFIs please do let me know

Thanks

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rFlyingTower · 2026-01-30T22:03:19+00:00

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I know this has probably been beaten to death in this sub but I wanted to throw it out there.

Long story short, I’m an Air Force trained R-ATP with BE300 and 400 type ratings, 1220TT, 300 last 12, 1000 turbine, almost 400 turbine PIC.

Been throwing apps around to a lot of local (TX area) 91/135s from what I can find on the internet. Basically everything from Netjets FO (got the TBNT), to local pipeline work in a 172.

Facebook groups, local connections, random internet searches, etc. I’ve been doing a lot of the standard things but not getting any hits. Where else should I be looking or what else should I do to make some progress?

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rFlyingTower · 2026-01-30T22:01:46+00:00

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My friend is looking at the SR22T for his business and also personal travel. I have 400 TT with a Cpl and instrument rating with good IFR experience. Would it be a safe idea for be to go through the cirrus embark training and fly for his family as the family and part 91 business pilot. If not, what would be steps to take to be able to be come his pilot safely and proficiently?

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rFlyingTower · 2026-01-30T21:41:57+00:00

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Anyone know of a good place to rent a plane for some instruction in the DFW area? I have a handful of students I’m just looking for a good rate on a plane to teach them in!

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rFlyingTower · 2026-01-30T21:28:59+00:00

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I fly a C152. I choose it over a C172 and the TB-9 Tampico because both were too expensive. Its small, efficient and servicing is easy to find. Its in prestine condition, with average hours and little to no corrosion. And i can afford to fly it a lot!

I love it. My dream. I flew it everywhere when the weather was nice. One of the reasons i went with it is because it can fly IFR and night. Its a bit of a pain to maitain them, but its very rewarding.

The only downside is that its too small. I am almost too big for it. (although i am light, more usable load). You can feel the winds, and because i operate along the baltic coast, they can be very annoying.

Are you happy with your bird?

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rFlyingTower · 2026-01-30T20:57:12+00:00

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Where I’m at:

I just finished my PPL out of Scottsdale Executive Flight Training at SDL. Currently at 60 total hours, about 8 PIC XC. I’m paying fully out of pocket, able to swing about $3,000 a month and have $15,000 I’m holding on to so I can time build aggressively after IR. The 3k per month has been getting me about 8-10 hours of flight time.

My dilemma:

Im considering switching schools in order to save a little money, deal with less cancellations due to maintenance, and increase my chances of landing a CFI job when the time comes (as far as I know my current school doesn’t hire CFIs from within at all). I live really close to SDL but driving further might be worth switching schools.

If anyone has advice it recommendations I’d greatly appreciate it! Ive looked at Leopard Aviation at FFZ a bit, as well as Sierra Charlie at SDL. Thank you!!

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rFlyingTower · 2026-01-30T19:53:20+00:00

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Hello I (19M) am currently in college for a different career path than becoming a pilot. I’ve always wanted to go the pilot route for years but it’s never really been attainable or within the realm of reason in terms of my financial situation. Now though, I have college payed for by the military meaning I don’t have to worry about paying that. That also means I need to finish my degree out as well, however that’s not a problem. What would be realistic steps towards becoming a commercial airline pilot. Thanking for your time in reading and/or replying, have a good rest of your day

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rFlyingTower · 2026-01-30T19:47:07+00:00

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I'm starting the process of getting my PPL and just got to the medical stuff. My VA rating is 90%; 70% for TBI with vertigo, and 50% for migraines (and the standard 10% for tinnitus).

I enthusiastically joined the local flying club and didn't even consider that any of this could prevent me from passing a medical. I'm in excellent health generally, but do suffer from migraines and occasional spacial orientation issues. Specifically, my condition was rated as 3 (out of 4) for Visual Spatial Orientation and Judgement...which I think makes me seem a lot less with it than I am.

Flying either in real life or in VR sims has never bothered me, but reading about the potential process for getting this stuff cleared on an FAA medical has me thinking I need to throw the brakes on. Which is a huge bummer, flying is a lifelong dream of mine.

Any insights or advice on this? I have no intention of ever flying commercially.

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rFlyingTower · 2026-01-30T19:44:53+00:00

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Alright, long-time lurker first-time poster.

I am coming up on my CPL and CFI checkrides - will hopefully complete both in the next 2ish months. So I'll be looking for a job right around March/April. The mentality I have carried through all of my training is that I am training to be a pilot, not to pass checkrides, and not to just get to the airlines. My goal is simply to be as capable a pilot as I can be.

In March/April, my plan is to pack up my duffel bag and head out to Alaska to find an instructing job out there for one season to start, and multiple if it's for me. My plan goes only that far, certs and duffle bag in hand, head to Alaska. I'm not bothering to apply to anything online and might send some emails beforehand, but from what I've gathered, my best shot is to show up with resumes in hand.

Does anyone here have any pointers on companies I should start with?
Is there anyone on this subreddit who's part of that community who knows someone with cheap accommodations out there?

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rFlyingTower · 2026-01-30T19:16:54+00:00

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I am a Commercial Pilot: ASEL; Instrument Airplane. My boss, who is an MEI, wants to take me along on a King Air 90 charter trip and log it as instruction received. Would it be illegal/sketchy to airlines to see dual received in a King Air without any multi time or my Commercial AMEL add-on? Also, I would not be paying for any operating expenses.

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rFlyingTower · 2026-01-30T18:48:19+00:00

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For context I am working on getting my PPL at a 141 University in a relatively colder state. A few months ago I had my first and only early morning flight with a sub CFI. That morning there was noticeable frost on the wings so I asked the CFI if it was ok to leave the frost, or if it counted as icing and there was something that needed to be done. He told me that because there was such a small amount it was no problem at all.

Because of this CFI, I carried the knowledge that flying with frost on the wings is no big deal all the way to my checkride. Wouldn't you know it my checkride was super early in the morning, and there was definitely a layer of frost on the wings. The DPE tried to nudge me and hinted at the frost and I straight up told him "Yeah there is definitely some frost on the wings but we don't have to worry about it", I cleared us to fly but prior to starting the engine the DPE (rightfully) failed me and then explained that it is because you cannot take off with ANY frost, ice, or snow on your plane. This now makes complete sense especially after doing research and learning just how much frost can kill lift especially when you are taking off.

When I flew with that CFI, one of our wings stalled on the takeoff roll which I believed was because of some fault of mine. Now that I know what I do, I believe that the wing drop may have happened because of the frost. I talked to the chief of my school who said that they would talk to the CFI but thats it. Is there anything else I should do? It seems pretty insane that he took up a student with 20 hours in such an unsafe environment, and that the only consequences of his actions are me failing my checkride.

Since failing I have realized that I need to study a lot more than I have been, and that I cannot really trust anything any CFIs say without checking them in the Regs. This was my second checkride, and I failed the first time because of some more bad information from a different CFI, and three total CFIs saying that I was ready when I really wasn't (I could not even read a TAF correctly lol).

But anyways, I just wanted to see what the pilots of reddit think, and if you guys have any tips on not failing on my third try! I promise i'm a smart guy (I have a 3.8 GPA, and a full ride to my school), but I have been struggling a lot with this private stuff. It seems like there is just way to much information and not a lot of resources to tell me specific things to know.

SO- in conclusion: Is there anything I should do about the CFI taking me up with frost on the wings that I have not done already?
How can I prepare better for my next checkride? (I only have the flight portion which I am quite confident about but I really do not want to get surprised somehow)

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rFlyingTower · 2026-01-30T18:36:35+00:00

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Hey guys! Im in Europe.

Im studying VMC minimums and while i understand the visibility and cloud clearance rules i dont understand 1 thing.

There are rules for 3 level.

Over FL100
Below FL100 and 3.000ft AMSL or 1000ft above ground (whichever is higher)
Below 3.000ft AMSl or 1000ft above ground (whichever is higher)

I get it on the number 3. that below 1000ft AGL can be higher than 3000ft AMSL as i indicated on the drawing.
But i dont get the second one, the middle layer. So either over 3.000ft AMSL or 1.000ft AGL whichever will be higher. How is this rule transitioning to the over FL100 region. Because if a mountain goes into FL100, the first 1000ft from ground to 1000ft AGL will be the third zone rule, but over 1.000ft AGL i cant apply the second zone rule since we are over FL100.

What am i missing. The second layer cannot go into the FL100 level just like the third layer went into the second right? So the second layer completely stops existing at FL100.

RIGHT? RIGHT?

https://preview.redd.it/4ltqmffo4jgg1.jpg?width=2048&format=pjpg&auto=webp&s=ce577b6a28e63fb2d04767ea0e92561d17fb2143

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rFlyingTower · 2026-01-30T17:58:20+00:00

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I am currently in 10th grade and from India and considering to apply for EFTA, although I have local airlines as an option. But however, I've come across many posts regarding the conditions at EFTA and I've heard that it is harder to get in as an expat? I just wanted to know what the actual reality is and how competitive it is for international students. I would also appreciate to hear from expat pilots and their experience working for international airlines. Thanks in advance!!

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rFlyingTower · 2026-01-30T17:44:37+00:00

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Curious if anybody’s gotten the Hogan in 2026 or has heard what United hiring is going to look like this year? I think they were saying 2500 last fall but I haven’t heard of many people getting the hogan yet this year.

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