No — you should not fly with a cold, flu, sinus infection, or any illness that could cause pressure-related ear or sinus problems. Congested sinuses and Eustachian tubes can prevent equalisation during climb and descent, causing severe pain, vertigo, or even barotrauma. Over-the-counter decongestants and antihistamines may have side effects (drowsiness, impaired judgement) that are incompatible with safe flying. The IMSAFE checklist (Illness, Medication, Stress, Alcohol, Fatigue, Eating) should be completed before every flight. If in doubt, don't fly. Wait until you've been symptom-free for at least 24-48 hours.
EASA regulations follow the widely-used '8 hours bottle to throttle' rule — you must not fly within 8 hours of consuming alcohol. However, many aviation authorities and safety experts recommend a more conservative 12-24 hour limit, as alcohol can impair cognitive and motor function well beyond the point of feeling sober. The legal limit in most European countries is 0.0-0.02% BAC for pilots (effectively zero). Beyond the rule: even within legal limits, a hangover significantly impairs piloting ability. EASA treats flying under the influence as a serious offence that can result in licence suspension or revocation.
Cannabis (THC) is incompatible with all forms of aviation medical certification under EASA Part-MED. A positive drug test will result in medical certificate denial or suspension. Cannabis remains detectable in tests for days to weeks after use. CBD products are a grey area: while CBD itself is not explicitly listed as disqualifying, many CBD products contain trace THC that can trigger positive drug tests. The safe position under EASA: avoid all cannabis and CBD products entirely if you hold or intend to hold a pilot medical certificate. Drug screening can form part of medical examinations, and random testing is used in commercial aviation.
ADHD and stimulant medications are among the most commonly discussed medical barriers on pilot forums. Under EASA Part-MED, a diagnosis of ADHD does not automatically disqualify you, but current use of stimulant medications (methylphenidate/Ritalin, amphetamine/Adderall) IS disqualifying for all classes. If you were diagnosed with ADHD as a child but have been off medication for several years and function well without it, a Class 2 medical may be achievable after specialist assessment. Each case is individually reviewed by the aviation authority. Get your medical BEFORE starting training to avoid spending thousands only to be denied. Consult a specialist aviation AME experienced with ADHD cases.
Comfort and practicality are key. Wear layers (cockpits can be hot on the ground and cold at altitude), comfortable shoes with thin soles (you need to feel the rudder pedals — avoid thick-soled boots or high heels), sunglasses (non-polarised), and long trousers. Avoid loose scarves, ties, or accessories that could snag on controls. In summer, light clothing with a hat and sunscreen is advisable — cockpit greenhouses get very warm. Bring water. No specific dress code exists at most flight schools, but some instructors may decline to fly with open-toed shoes for safety reasons. For navigation flights: bring a kneeboard, pen, and charts.
Most flight schools do not charge for weather-cancelled lessons — you only pay when you actually fly (or for ground school if scheduled separately). However, policies vary: some schools have short-notice cancellation fees (typically 24-48 hours), and a few may charge for instructor time even if the flight is cancelled. Always clarify your school's cancellation and weather policy before enrolling. Weather cancellations are a significant factor in Northern European training (Netherlands, UK, Germany, Scandinavia) where winter months can see weeks of IFR-only conditions. Schools in Southern Europe experience far fewer cancellations.
Yes, but with caveats. Your flight hours never expire — they're recorded in your logbook and count whenever you resume. However, your practical skills will degrade significantly during a break. A gap of 2-3 months typically requires several refresher hours; 6-12 months may require extensive revision. Your theory exam passes are valid for 24 months from the date all 9 are passed (for the skill test). If you pause longer than this, you may need to retake expired exams. The biggest risk of pausing is the 'start-stop trap' identified on pilot forums as the number one reason people never finish: you lose momentum, spend money re-learning, and the total cost spirals. If you must pause, keep it as short as possible.
Flight schools carry hull and liability insurance on their training aircraft, which typically covers student pilot incidents during authorised training. However, your personal liability depends on: the school's insurance policy terms (some have high excess/deductible amounts that the student may be responsible for), whether you were operating within the authorised scope of training, and whether negligence or recklessness was involved. Some schools require students to sign liability waivers or carry personal renter's pilot insurance. In Europe, EU Regulation 785/2004 mandates operator liability insurance. Ask your school about their insurance coverage and your personal exposure before starting training.
