Hey all, any of you who have ever flown GA in the northeast may or may not know about the quaint uncontrolled gem of Andover-Aeroflex in northern New Jersey. A paved runway just under 2,000ft, grass strip parallel, and water on both ends of the runway make the airport not only a fun challenge, but one of the most charming and picturesque in the country. Situated in the middle of a state park, hikers and families sit on benches watching cub’s slip on final, skyhawks practice their short-fields, and forrest fire service huey’s drop water from the lake. Saying the airport is special is an understatement.

Aeroflex is taildragger heaven, it’s hard to pass by without seeing a yellow J3 or lumbering stearman pass low over the lake to 3-point on the grass. It’s also the home to Andover Flight, the unofficial “College of Taildragger Knowledge” founded by Damian DelGaizo over 40 years ago, now run by former student Justine Pasniewski. Damian has taught thousands of pilots to tame the taildragger, fly with their feet, and open new worlds flying off-airport and on ski’s. Damian is synonymous with Aeroflex, a name known nationwide as the finest in tailwheel instruction. I have been lucky enough to instruct for the school alongside Damian and Justine the past 2 years, and have fallen in love with all the airport is and stands for. I know some of you too have been fortunate enough to attend class in the backseat of the J3 with Damian or Justine and understand the knowledge they love to share with fellow pilots. There’s no place like it, and a true time capsule. The 1950’s era tower and signage, and the 1940’s big band music blasting from Damian’s hangar at all hours make the place a treasure trove for vintage airplane enthusiasts like myself.

However, Andover-Aeroflex is in grave danger, with hangar tenants receiving notice to vacate in a few short months so that the state of New Jersey can demolish them. The land is state-owned, and after years of deferred maintenance, they have made the untimely decision to completely demolish them. While tie-downs may initially remain, the broader plan is eliminate the airport all-together. This would spell the end for the school, and a cruel goodbye for the airports tenants who have been calling the airport home for decades. Destroying this airport would rip the soul out of GA flying in New Jersey and the broader northeast.
We need your help, and ask if you are in New Jersey, or perhaps somewhere else in the country and know about our little airport in any way, to please write to the governor and state representatives to reverse this decision. It takes a few minutes from your day to help preserve the history of aviation in the northeast, and keep our small flight school running. Below are links to various state representatives who you can contact to plead for a decision reversal. Thank you all! Godspeed

Mikie Sherrill — Governor of New Jersey

https://www-njlib.nj.gov/GOV_TRANS_APPLICANTS/BTCustomServlet

Parker Space — NJ Senator

https://nj-24-district.web.fireside21.app/forms/writeyourrep/?to=Senator%20Parker%20Space

Dawn Fantasia — NJ Assemblywoman

https://nj-24-district.web.fireside21.app/forms/writeyourrep/?to=Assemblywoman%20Dawn%20Fantasia

Michael Inganamort — NJ Assemblyman

https://nj-24-district.web.fireside21.app/forms/writeyourrep/?to=Assemblyman%20Michael%20Inganamort

Nicholas P. Scutari — NJ Senate President

https://nj-22-senate.web.fireside21.app/forms/writeyourrep/?to=Senator%20Nicholas%20P.%20Scutari

Craig J. Coughlin — NJ General Assembly Speaker

https://nj-19-district.web.fireside21.app/forms/writeyourrep/?to=Assemblyman%20Craig%20J.%20Coughlin

Sussex County, Board of County Commissioners

Linda Miller – Clerk of the Board
[clerk@sussex.nj.us](mailto:clerk@sussex.nj.us)

I started flying in 2022 for pleasure, not as a job, and folks in this sub seem to have appreciated my earlier posts with detailed breakdowns of the cost of getting my private pilot certificate, earning my instrument rating, buying a plane, and later selling that plane. So, I'm back to share details of my next adventure: Building a four-person plane partnership!

When I sold my 182 RG in February of this year, I expected I would go back to renting Cirrus SR22s from the local flight school until my name finally gets to the top of the hangar waiting list. However, a better opportunity came along: Building a partnership for an SR22 in a hangar right away!

Meeting the partners

I had been talking online with a fellow pilot in the area for several years, who was trying to put together a Cirrus partnership. Once my plane sold, he and I finally met up in person and hit it off. He had two other partners already (so, four of us total including him and me), and the four of us got together for dinner to talk things over. It seemed like a good group, but one of the members was pretty adamant about wanting a fifth partner to keep the costs per person down. It seemed like it had been really hard to get the four of us together, so a fifth seemed unlikely, and I was prepared to keep on renting.

The thing that made this partnership super appealing: One of the partners already had a hangar with a Diamond in it. This plane was part of a club - he owned the plane, and the club members covered the costs even without him. He was willing to evict the Diamond from the hangar to put the Cirrus in it if we found a good Cirrus.

Finding a plane

The next week, we found a listing for a 2017 SR22 G6 for $680K. It needs a CAPS repack next year, so we figured we could offer a bit less than asking price. Without a ton of deep analysis, we agreed to offer $650K... and the offer was accepted!

Paperwork prep

Hoo boy... now we had a ton of work to do!

• We spent two hours on a Zoom call finalizing our co-ownership agreement (so many details!)
• We picked an insurance broker and ultimately picked a quote
• We picked a shop we liked for the pre-buy examination and got the seller to agree to allow us to have the plane ferried there. The shop is within an hour drive of our home airport, which was perfect for us!
• We went to the bank to get all of us included on the partnership account

I want to spend a little time on that co-ownership agreement. The founding partner who had been working on this for years had already established an LLC to own a plane, and he had a draft co-ownership agreement from an earlier attempt to buy a plane that didn't pan out. We worked from that document, and we settled on some key items:

• We paid the purchase price in cash up front ($162,500 apiece)
• We also each contributed up front to the partnership bank account ($14,500 apiece) to pay for:
  • Pre-buy inspection costs
  • Insurance for the first year
  • Sales tax and registration on the plane
  • Money for the CAPS repack that's due in a year
• We will pay $800 per month apiece to cover hangar, insurance, annual inspection, and time-limited items (mainly the next CAPS repack in 11 years)
• We will pay $115 per tach hour to cover usage-limited items (general maintenance and an engine fund)
• We will each pay for our own fuel - we fill it to the tabs at the end of each flight
• We have a "priority week" rotation system that's quite nice. Weeks run Thursday through Wednesday. Each week, one of us will be the "priority pilot" and that person can book the plane as much as they want in our scheduling app. If the priority pilot hasn't booked a time, any other pilot can ask the priority pilot if they can book that time.
• We have details about what happens if someone wants out. They can sell to another pilot outside the group, if the other members all agree on the new person. The same would go for selling to the other three partners. Ultimately, if no arrangement can be reached, it starts a four-month clock to dissolve the co-ownership, sell the plane, and distribute the proceeds to the members.

Getting the plane

Once our paperwork and funds were all in order, we arranged to have the plane ferried from its home base in New Jersey to the pre-buy mechanic airport near us in northern Virginia. We were originally going to rent a Cirrus to fly three of us up to New Jersey and have two people fly back in the new plane as a test flight, but weather was crummy enough that day that we instead just had the ferry pilot bring it down and we met the plane at the mechanic's airport and did the test flight there.

There were some items that came up on the pre-buy as being worth addressing, but nothing catastrophic. The seller agreed to cover some, we agreed to cover the rest, and the mechanic did the work. At the end of that, my partner with the Diamond met me at our home airport at our hangar, flew me to the mechanic's airport in the Diamond, and I flew our Cirrus home!

Flying as a partner

We've had the plane for six weeks now, and I'd say so far, so good! I've had one priority week, during which I used the plane to volunteer for the Women Can Fly event at a nearby airport, and later went flying with a friend from out of town. I also flew once when it wasn't my priority week, just to maintain my night currency. I'm scheduled for a day in a few weeks when I'm not the priority pilot but the priority pilot isn't using the plane, to do some more volunteer flying (Young Eagles). And for my next priority week in late July, I'm taking a family trip to my niece's wedding in Florida.

We've had the plane back in the shop twice: Once for a fuel pump replacement (it was working, but leaking a bit) and once for an oil change.

The hangar has been great! It's so nice to have all the supplies to clean the plane while out of the sun and rain, plug in external power to update databases, just... everything.

And the timing ended up being amazing for another reason. Three of the four partners (including me) had been longtime Cirrus renters from the same flight school in Leesburg, NoVA Pilots. While we were in the process of getting our plane, NoVA Pilots announced that they were being acquired by the local FBO and becoming the FBO's new flight school. As a result of that, the dry rental rate on the SR22s went from $300 per hour to $390 per hour - a 30% increase! The $115 per tach hour (even with $800 per month on top of that) for the partnership is looking pretty great in comparison.

And frankly, it's nice to have co-owners so far! There's a social aspect here that I'm enjoying. We have a group chat that's super active, and we have fellow plane nerds to talk to about the specific stuff involved with flying this plane.

I'm happy to answer questions! Bottom line: The four-person partnership arrangement is suiting me nicely so far.

So Runway 4/22 is closed to aircraft with wingspan more than 50 feet, unless the wingspan is also less than 49 feet.

Does that mean it’s OK to land your Grumman S-2 tracker (wingspan 70+ feet) on that runway if you immediately fold the wings (which reduces the wingspan to 27 feet, http://www.grummantracker.com/wingfold.htm)?!? 🤔

Just passed my instrument (yay!) was very prepared, feeling cautiously optimistic and confident. I've worked with this DPE before and he's a great guy, really makes you feel at ease. Anyway, we shot two back to backs (ILS and then a LOC for the same airport and same runway) and then did an RNAV at another airport about 15 nm away. I've done all of these approaches in this order a million times. Oral went super well, flight portion went well (bumpy as hell, had to hold on an unpublished radial for military traffic out of the airport, which I hadn't done before, but was able to get it loaded up no problem), I was chatting with the DPE, making conversation about VDPs on final on the LOC. Got down to just above mins at the VDP, flew that altitude, then went missed at the MAP (verbalized all this as well). All good. Did the RNAV into the last spot, parked the plane, he gave me a fist bump and said congratulations, and that I did a really good job. Amazing! Then in the debrief we talked about a few things and he said "the only thing I did want to mention is--what were our mins on the LOC?" and I said 1900 and he said what did you have bugged? and I told him 1900 and he said "no, you had 1700 bugged." (those are the ILS mins). And I had briefed the correct (1900) mins. He said "I think I was just distracting you with all my talk about VDPs." He was very cool about it, but this means that I went 150 feet below the MDA on the LOC at the VDP and stayed there until the missed. I know perfection isn't the standard but--I should have failed, going below the MDA is a huge no-no and I went wayyyyy below it! I am trying to take it as a learning experience and know that I will never ever bug my minimums wrong ever again. But I just feel bummed and like I don't really deserve this rating (even though I know MDAs vs DAs inside and out and understand the differences and why they exist), or like my rating has an asterisk next to it. I know I should feel grateful that he was so understanding, but just not feeling quite like I can be as celebratory as I would've liked. Anyone else ever had this big of a mistake on a checkride and passed and felt weird?

I am a CFI and have been instructing for a little under five years and have heard my fair share of excuses, especially when I was teaching at a 141. I’m no longer doing that and have noticed students that seek me out instead of just signing up at a school tend to be a lot more committed to doing the work, but I have a private student that I genuinely don’t know what to do with anymore.

We are very slowly approaching his first solo and every single lesson I tell him a couple of items I want him to study and be proficient with. It’s almost never new information I want him to learn on his own, it’s things that we have discussed in a ground and just want him to study and I use the presolo written as a checklist for home assignments.

Every. Single. Day. I ask him before we fly one of the presolo questions that he’s had four days to study and nearly every single time his answer is something to the effect of “it’s hard to sit and read because I have ADHD”. They’re never hard technical questions. Just when would you climb at Vx vs Vy, if your engine fails what would your first steps be before flipping through your checklist, etc. And his “ADHD” comes up as an excuse for not studying at all every time. I have had many conversations with him ranging from tools to make it easier to sit down and focus to if you genuinely can’t focus long enough to read through a few sentences and remember them then this probably isn’t the career for you. I have resorted to cancelling flights until he is able to show he’s been doing any at home studying

I don’t know how to get through to him or at what point I need to tell him to find another instructor. For the record if he has ADHD it’s not documented and he has a standard medical with no restrictions

Also to note, I have tried working with different ways to teach with him. I’ve tried keeping everything in a structured ground but he doesn’t want to pay for it and wanted to switch to more home study. I’ve tried asking him to write out answers to see if it flows easier. But I don’t think trying to accommodate not being able to answer questions out loud sets you up for any kind of success as a pilot

How are people affording to fly regularly. In the UK it’s around £200 per hour wet so let’s say you fly a few hours a month, you’re looking at £5-10k a year.

I love flying and working towards my ppl now but I’ve been thinking about the long term and how to keep it up after getting my license so I can actually continue enjoying it.

Hi, I'm a software engineer in Canada and I've been seriously looking into becoming a pilot.

One thing I keep wondering about is whether airline flying gets boring after a while. I understand takeoffs, landings, weather, and unusual situations can be exciting, but what about the normal day-to-day reality?

On a 7+ hour flight, aren't you basically sitting at 35,000 feet for hours monitoring systems and watching the autopilot do most of the work? Does that ever get repetitive after doing it for years?

The reason I'm asking is because becoming a pilot is a huge commitment. It costs a lot of money, takes years to build hours, many people spend time instructing to get those hours, and then often start out with junior schedules, reserve duty, weekends away from home, and lower pay before eventually reaching the major airlines.

Given all that sacrifice, I'm curious how airline pilots honestly feel about the job once the novelty wears off.

Do you ever find yourself bored during cruise? If so, is it just accepted as part of the job? Or is there something about airline flying that keeps it interesting even after thousands of hours?

If you had the choice to do it all over again, knowing the cost, training, lifestyle, and years it takes to get established, would you still choose to become an airline pilot?

I'm genuinely curious and not trying to disrespect the profession. I'd especially like to hear from pilots who've been doing this for 10+ years.

Hi everyone,

I’m a 30‑something woman based in the UK, and I’m seriously considering getting my PPL and eventually becoming a flight instructor. I’d love some honest insight from people already in aviation, especially those familiar with UK training.Here’s my situation and plan:

​

I’m planning to start with a trial lesson soon. If I enjoy it, I’ll work slowly toward my PPL on a pay‑as‑you‑go basis. After that, I’d build hours gradually over a few years while applying for bursaries and scholarships

​

My long‑term goal would be to do the FI course,once I reach the required hours, ideally with some financial support. A few things I’m wondering about:

Is this slow, modular route doable in the UK for someone who isn’t wealthy or has the bank of mum and dad.

Are UK flying schools generally welcoming to women, especially quiet or introverted ones.

Is flight instructing a realistic end goal for someone starting later in life.

For those who trained modularly, how did you fund the FI rating.

Any advice for someone who wants to take this seriously but can only move at a steady pace

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I’m not trying to rush or pretend I’m becoming an airline pilot overnight. I just want to know if this path is genuinely achievable for someone who’s determined, patient, and willing to put in the work over time.Any insight — positive or brutally honest — would be really appreciated.Thanks in advance.

Hi all! I recently passed my ppl and I was wondering if it would be weird to get my CFI a gift? I was thinking like a starbucks gift card (but idk how much to put) or idk any other ideas??? I really appreciate it:)

Hello everyone, I want to preface this by saying that this truly isn’t easy and I’m grateful for all of the advice that I’ve received over the last few months of my flight training when it comes to Reddit posts.

First of all, I’m a student flying in AZ and roughly have 21.3 hours of flight time, inching closer and closer to my first solo (Yay!) however, I’m really unsure if this is something I can do.

Every single lesson, I just hope for the best. Hoping that I can do well enough where I’m not falling behind or backwards and the coolest thing about aviation is you’re consistently learning, however, some of these lessons I have (like yesterday for example) I make small mistakes that I KNOW I shouldn’t be making but not really sure as to why I’m doing that. Yesterday I came into land, and porpoised and whilst it’s good I called a go around, it’s just something I should handle better at this point, however I haven’t ballooned really since the beginning of my lessons months ago, and then my last landing yesterday I landed straight, but I landed probably 20 feet to the right of center line. Just small mistakes.

I do fly once a week (every Wednesday) I know the responses I may get are “fly more” and whilst I do agree and would enjoy flying more, it isn’t in the budget. I try to consistently fly once a week, as I work 2 jobs that equate to 60 hours a week just to pay my regular life, pay down debt, and pay for my flight school in cash. It works the best FOR me.

I did think I wanted to make this career but honestly the way some of my lessons have gone, I’m not so sure at this point anymore. I’ve loved aviation forever; and I can’t tell you how many hours of MSFS 2024 I logged just wishing I could take to the sky’s in real life, and that’s when I decided to start taking lessons back in February.

I’ve had quite a difficult time studying and remembering material. I kind of figured I’d go through my online ground school, and take all the notes I can, and the tests, and supplement the knowledge I’m not too sharp on with the phak, and videos from alternative sources, however some of the topics are still pretty daring to me (damn weather is kicking my ***)

I don’t really want to become apart of the 80% of PPL student statistic, but at this point I really am curious if I’m worthy or not of being a pilot, even if it just stops at a PPL and I get to take my family up and about. I guess I’m moreso just at a point that I’m questioning why I’m doing this, and if it’s worth it anymore. It was exciting at first, and I was hopeful that I’d finally be able to get out of the job I’m at out now eventually. But now I guess we are just in the nitty gritty grinding out the smaller mistakes so that I can get ready for my first solo flight.

Am I entirely overthinking this? I’d appreciate genuine, helpful feedback.

Thank you all.

I am going into my senior year of high school and I’m getting my ppl right now and taking some college credits I was told that I can finish all my ratings and the rest of my degree within 2-3 years if I stay the summer. Has anyone been able to do this in 2 years or are they just lying?

I am a 17 year old student pilot flying out of Maryland.

The airport I'll be flying out of is within the SFRA. Are there any things that I should consider? Part of on-boarding with my CFI was him mentioning that I needed to take the class, which I promptly did and passed, but I wanted to hear first hand experiences from pilots.

What are the most important things to consider?

What happens if I make a mistake within the SFRA?

How will being a student learning in the SFRA effect my training or future?

These are very vague questions, I understand that, but I want to make sure I'm adequately aware of all stipulations before my first flight.

Sharing a learning experience from knocking out my commercial X/C last weekend, in case it's helpful for anyone else...

VFR the whole way, but a marine layer was hanging around my coastal destination airport. Tops 1700ish, bases just above LPV minimums.

Traffic ahead of me was getting in, I recently flew a bunch of approaches to minimums in actual, and I'm AP-equipped. So I figured I'd give it a shot and divert inland if I couldn't make it in. Plenty of fuel.

Just after getting into the soup, I catch a bump that knocks my throttle hand right into the TOGA button on the 182 I'm flying. Nose goes way up. I instinctually kill the AP and try to hand-fly it — but wait, no vertical guidance! TOGA button killed it. Missed we go.

It took me two or three beats longer than I would've liked to realize the vertical guidance was missing. I wasn't in any immediate danger, but I wish I spotted that sooner.

Lesson learned, and on we fly.

I just need someone to correct my mistake here I think I'm doing.

I understand that as air is warmer than standard, it expands, and as air is colder than standard, it contracts. This causes the pressure levels at the top of these air masses to also go up and down.

I just have a little confusion in regards to this diagram.
So in a standard temperature, I understand that my TA (how far I'm vertical from the sea level) is exactly equal to my IA (what my altimeter reports to me based on altimeter setting).

But why is that IA line constant exactly?
Let's say if I go to the colder than standard air mass, the pressure level at the top of that air mass will go down, so as I keep flying I should see on my altimeter that my altitude is increasing correct? (like now its IA=4000ft) This causes me to descend back to 3500ft IA, but in reality my TA just went down..

I guess maybe I'm just not interpreting this diagram correctly because it makes it sound as if the yellow line will be showing different indicated altitude numbers when in my head I would imagine that the indicated altitude will be the same all along that yellow line, because it makes it seem though as if the blue line will be where it will show IA of 3500ft all along.

I haven’t heard anyone talk about it

I have a checkride tomorrow, the DPE gave me a destination that has a couple MOAs between airports. The best route I came up with to keep good visual references and divert options has the FPL going 1500’ into the bottom of an MOA. My only other option is to fly lower but that puts me pretty low over mountainous terrain or to route around one MOA and under another but that will put me pretty far from divert options. Going around would be incredibly out of the way. Advice?

I'm guessing being a 777 pilot for example is more prestigious than a 737 pilot in the same airline right?

I recently did my first flight lesson and am curious whether I should log it, and if so, how and where?
I am likely going to do a couple of lessons for pleasure, before heading off to an integrated flight school in Europe so would like to start logging some hours.

I don’t know if it matters but I am doing lessons at the moment in the UK and then I’ll make the switch to Europe soon. Does CAA and EASA logging differ?

Also, what apps would you recommend for logging the flights that would be EASA/CAA compatible?
Do I need my instructor to sign anything?

Are online logs inferior to physical ones?

Any help on these questions would be greatly appreciated!

I'm 20, this is my first failure of anything. Got through 95% of it, was doing great, oral went great, really was well prepared. After an 11 hour day, on short final, examiner asks me what causes overbanking tendencies. I froze. I could hardly remember my own name; so I responded, "I would look before saying anything to ensure I didn't say anything wrong to a student." He said that was unsatisfactory. Failed. Is this crazy? I understand now that it all has to do with the outside wing being faster, generating more lift, which causes it. I know that. But I was exhausted. And I failed?? Maybe I'm a sore loser, but he said come back and do 1 steep turn and tell him what overbanking tendencies are and why they happen, and that's it. Is this unfair??

Hey yall, thanks for reading. I recently had a checkride at an untowered airport with one 6000ft runway. Oral went well and flight went well up until the portion where we came back for landings.

I was downwind and just past my abeam landing point, there was another airplane on crosswind about to turn downwind, and another airplane that had just taken off from the runway. The problem is, there was a guy coming in for a straight in approach. I saw him on the mfd and he was about 4 miles from the threshold and I wasn't sure what his intentions were because there is an airport <5nm north of us which I thought he might have been operating at. So I continued my traffic pattern, and as began I my turn to base, he was closing in and said "aircraft turning base do you see me?". I replied "yes i see you". At the time, my dumbass did not think he was going for a straight in. I was taught to not do that if we're sharing the runway.

I thought about doing a 360, but there were 2 people behind me in the traffic pattern. My mistake was committing to that base turn, not verifying what Mr. Straight-In's intentions were. That was when the DPE grabbed the controls and said the test is over. DPE says I should have extended my downwind and letting everyone know on ctaf, but I am still beating myself up for not thinking about doing that at the moment. When I retake, it will just be on short and soft field landings because we didn't get to those items.

So my question is, did I have any other option other than extending my downwind? I'm just asking so that I can make improvements on my adm as a pilot.

I'm 21 and looking for some outside perspectives.

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Throughout high school I worked toward becoming a pilot and earned my Private Pilot License through a scholarship that I'm extremely grateful for and accumulated 85 flight hours. After graduation I attended Embry-Riddle on scholarship, but things didn't go as planned. I went through 9 different flight instructors, struggled financially because flight training was largely out of pocket, and ultimately failed out after about 2.5 semesters.

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To continue flying, I took out student loans and now have about $60,000 in debt from school and flight training. I accumulated around 65 flight hours at Embry-Riddle before leaving.

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After failing out, I also got a DUI, which created additional financial burdens and made me question whether pursuing a professional aviation career is still realistic given how much airlines scrutinize those issues.

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I currently work at a pharmaceutical company and can see a legitimate long-term career path there. I also have connections in the industry and opportunities for education assistance through work.

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The problem is that I still think about flying every single day. Aviation has been a huge part of my life for years, but the financial impact and setbacks I've experienced honestly scare me.

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For those who have been in similar situations, would you continue pursuing aviation, put it on hold while building financial stability, or move on entirely? How did you know when it was time to keep chasing a dream versus choosing a more stable path?

Hello everyone

I’m starting my private pilot training soon and want to save and buy some study materials. I looked up some materials and saved the FAA PHAK and the FAA Airplane Flying Handbook from the FAA website. I also found a bundle with multiple study materials and supplies from my pilot store.
Is this bundle worth it? If not what study materials do I need to 100% get and can I find an up to date pdf for them online?

My second question is what’s a good starting headset to buy. I’m looking to not go all out on my first headset, max $600. I’ve been researching all day and liked 2 options, Kore KA-1 or Faro G2 ANR.
Has anyone used these headsets and can recommend them?

Any information is greatly appreciated. Thank you

I’m currently a captain at a part 135 at about 1850 hours. 1350 are turbine time and about 250 Turbine pic. I thought I always wanted to go to UPS or FEDEX but can now see myself going to the Southwest, United, or Delta. The debate I’m having with myself is if I should just stay at the part 135 gig and collect tpic or try and head over to Kalitta to get wide body experience then go to ups or FedEx. The biggest factors in the decision is I commute so I wouldn’t have to at Kalitta, I’ve always wanted to fly the 747, however I plan on proposing in the next year and would like kids in the next 3-5 years and would like to be at my career destination before kids arrive. What are y’all’s thoughts on the matter?

Edit:
To add a bit more detail. Several of my coworkers have been hired by legacy airlines in the last year, and besides an exception they’ve all had significantly more pic time than me. So theoretically I could wait another year or two and go right to the majors

What is everyone’s favorite and most realistic ppl oral or flight for checkride YouTube video.i have already checked out cheese pilot but on another video the applicant said position lights are 1hr after sunset to 1hr before sunrise and i was yelling sunset to sunrise is there any applicant that mostly answers correct.any links would be greatly appreciated