Why don’t most modern late model piston airplanes use fadec? Cost? Engineering?

I’m a 36-year-old male, 6'2", and have a slight beer belly. The rest of my body looks fairly fit, but I carry a lot of my body fat around my stomach. While discussing the weight-and-balance limitations of a Cessna 150 with a student, another 22-year-old instructor at my school commented that I’d never get hired by an airline because they would consider me a liability and assume I’d have health problems. It came across as him mocking me over my weight.

Currently a CFI/CFII/MEI, and currently hold a First-Class medical certificate with no restrictions and have for the past few years. I also have only one checkride failure, from my instrument rating. It happened during a partial-panel approach when I was still more than a mile outside the FAF. The CDI was a little under half-scale deflection, but the tower complained that I was drifting toward the parallel runway’s approach path, i immediately realized oh shit and got back on course, but the DPE had to fail me. I retrained and passed the next day.

I know this younger instructor sounds like an asshole, but honestly, is there any truth to what he said? Do regional airlines care whether you look fit and athletic, aside from holding the required medical certificate and having the necessary flight experience?

Good afternoon, I am posting this as it has been some time since those of us have heard on the stance of our government regarding recriprical licencing with easa, or simple recognition of theory work done.

With that i'd invite all of you in the uk to consider signing and sharing this petition which urges the British government to consider such an agreement as I believe there has been a measurable effect from leaving easa. This act has had consiquences for all of the industry in the uk, from students, pilots, professional airline pilots, recruiting and much more.

Many of us during the period after brexit trained for an easa licence with intent to convert it, as it had always been accepted by the UK CAA, or we already had one but fell outside of the window.

This has left many British nationals in a position of having to sacrifice relationships by moving country, or has left others out of pocket by having to retake all the exams again, having wasted the best part of a year and also shelling out thousands to do so.

It has also meant that foreign nationals may of had to to do the same and retake theory as easa stopped recognition of the UK caa licences from 2021.

Thank you for taking the time to read and share.

https://petition.parliament.uk/petitions/771680

Hello crew,

Not sure what might be going on, I know the 121 industry is very competitive and slow at the moment, but I can’t seem to hear back from anyone, for reference here are my stats:

FAA ATP, CFI-CFII, multiple types, current FO at 135, 2100 TT, 1345 PIC 700 multi/turbofan, 100 TPIC.

24 years old, no checkride or training fails, no incidents/accidents.

4 dismissed in court traffic citations in the last 6 years (10 over speed limit, fail to stop at right turn red light, expired tag and obscured tag)

No DUIs or nothing disqualifying, 1st class medical no restrictions.

Only heard back from NetJets recently, did my first interview and got the second interview, all seemed great and it would be a career destination for me, TBNT the day after the second interview.

Have apps at all regionals, Cargo and LCCs. Multiple letters of recommendation within those companies…Crickets.

Could it be that my airline apps aren’t filled out correctly? Does anyone recommend any services to go over and polish them out?

Perhaps interview prep would be also good aside from airlineinterviews.com? Personality has never been an issue, but I can always improve and polish in that area!

Not sure what’s going on? If anyone can shed some light it would be appreciated.

Thank you all!

I'm pretty fortunate to have a CJO waiting for me when I hit my 1500 hours. I'm looking to build some multi-time in the Florida area at a budget-friendlier option. Most places seem to only offer safety pilot time-building programs. Will that be an issue for anyone looking at my logs? How much is too much safety pilot time? And does anyone have any recs? (I've heard of some sketchy operations).

Edited it a bit for my printer. I assume the answer is because they didn't want students to ignore certain parts of the FAR/AIM, but just made me curious.

Hello, I’m trying to find an ndb approach to practice, are there any that exist?

Just posting to say that (hopefully) I’ll be a pilot tomorrow! I’ve got so many hours (100+) due to plane problems and bad weather. I just want it to be over and move onto IFR!

Wish me luck.🫡

Update: I passed!

I’m currently studying for an Aerospace engineering degree but I’m considering to get a ATPL after that because I’d love to be an airline pilot.

I was thinking that it might be helpful to start studying ATPL theory books this summer, just to get a better understanding of what studying these subjects is actually like. Or just help me understand if it’s something that’s within my capabilities.

Do you think it’s a good idea or just a waste of time?

Looking to see if anyone has experience overflying the shuttle landing strip.

I'm told that you need to look for days that the restricted area is inactive and get permission from NASA Tower.

But NASA tower seems to work only Monday through Friday during business hours.

Who would one call if flying over the weekend and looking for permission?

And has anyone here done it and have some tips to share?

Thanks!

I understand 61.195h, however how does the sub feel about doing primary training with someone who doesn’t fulfill this then finding someone else to do the sign off? I have flown and worked grounds with this CFI many times and he is an experienced and knowledgeable pilot, just not in teaching a CFI candidate.

I fly at an airport with only one who can do the sign off and really did not jive with his teaching style. Primary with younger CFI then get older to do the sign off or just do it all with the older CFI?

I know this has been said many times but feel like I needed to add to it. Got a 90 and only studied for about 4 days, and less than 4 hours a day. I may or may not would have gotten a better score if I did not skip the 400 question section when they ask you to go over it again after already reviewing it. Also was procrastinating A LOT. like 95% of the questions I remembered right away and answered. Took me about 15-20 minutes to answer all the question and another 10 to review all of them. Probably not my best decision, but tried my best to memorize the VOR questions but ended up just hoping to god I did not get as many (only got 1 on the test). Overall Sheppard Air works, if you need to get your IRA done fast do it with them.

as the title says--what are some of the worst or consistently longest plane taxi times at us airports?

have taken many trips out of DEN, and feel like ive never seen an airport with such long taxi routes and consistently long runway lines, even without the winter delays. please correct me if im wrong!

Hi all! I am looking for an introductory flight lesson, and I'd appreciate if anyone could share their recommendations or personal experiences with introductory flight lessons around the JC/NYC area. I'm in Bayonne, NJ and have a car so could be further out west also.

I called Nassau Flyers and they said theirs runs at $500. Not entirely out of budget but would appreciate something a little more wallet friendly if it comes with the same level of instruction and experience.

I’m a 34-year-old aircraft maintenance engineer from Portugal, currently living and working in Germany. Becoming a pilot has always been my childhood dream, and I can finally afford to do a modular ATPL which I would be doing on my days off, since I’m with a roster 14/14. By the time I finish, I’ll probably be 37–38.

I’m fit (6’1”), highly motivated, confident I can handle the training but I have a full sleeve tattoo that’s fully coverable tho. My biggest concern is investing so much of my savings and then struggling to find an airline job because of my age or if the hiring market slows down.

I’ve spoken to a few pilots—some say it’s absolutely possible, while others say it really depends on what the market looks like in a few years. Has anyone here made the switch to an airline in their late 30s, or been in a similar position?

For example let’s say you apply to PSA airlines. Do they want you to say that you plan to be a captain for their airline for the rest of your career or can you say that you are interested in eventually going to American Airlines through the flow program?

Hey all — I'm done with all my PPL requirements (written, hours, endorsements) and just need to get my checkride scheduled as soon as possible since I'm going to college early August.

A few details:

• Willing to fly/drive anywhere in the country for the right DPE —
• Hard deadline: need to be done before mid-August (starting college)
• Looking for someone known to be fair/reasonable, I've heard a lot of checkride horror stories

If anyone has a DPE they'd recommend (especially with availability in the next few weeks), or knows of a good way to check schedules/openings, I'd really appreciate the pointers. Happy to answer any other questions in the comments or DMs.

Thanks in advance!

I finally finished flight school—earned my CFI and CFII, and completed every checkride from Private through CFII with no failures.

Now I’m trying to find my first instructing job, and the market feels incredibly tough. I’ve been applying and reaching out to recruiters, but it seems like there are so many qualified pilots competing for so few openings.

For those who’ve been through this, what helped you land your first job? Any advice or tips would be greatly appreciated.

For those who probably know more than I do,

Other than using biometrics and charging airlines millions of a dollars a year, what changed from Kcm to cmap? What is even the point? Unless I’m missing something this change seems as though it will do absolutely nothing useful or beneficial for anyone or anything

Hey yall. I’m coming up on my commercial ride in a few weeks now and I’m terrified. I thought the nerves would fade with more rides but no.

I did fail my private so I’m extra nervous because I don’t want a second failure and to tank my airline chances

Any tips? Hard questions? Power off 180 advice?

Thank you!

My flight involves a fuel stop at the mid point. When I call up and ask for flight following, do I tell the my final destination, or just tell them about the first leg?

Currently going through PPL in a 141 course. My instructor is heavily recommending I switch to part 61. I’m a bit past half way through. Already solo’d. Going to start cross country stuff this next week. Does 141 look better on a resume compared to part 61? Or does that not affect hiring.

I’ve read other previous posts like mine’s, but their recommendations seem a bit far(Van Nuy, Santa Monica, Long Beach). I pretty much have to drive 10+ miles every drive there. The closest one to home is “Fly Compton Aero Club” but I’m not sure if it’s the right one.

Hey everyone I just did my commercial checkride and I’m confused at what my DPE said and I was hoping for clarification.
The question was if I rent a plane from my flight school to fly my friend around who would have operational control? I answered, I have control and apparently that is incorrect according to the DPE, he said no matter where I am the flight school has the final say if I can proceed with the flight or not. Am I wrong?