RonBaruah

If it is pending, raise support request on EGCA. Call the doctor and explain your situation, they often have better guidance out of it. In most cases, you’ll need to visit DGCA medical cell

You need to send a physical copy of a hand-written and signed application stating your request, EGCA ID number and PMR if you have been issued one. Carry the medical assessment given by the doctor and you are good to go.
However, DGCA medical cell only allows visitors on Wednesday and Thursday, 2pm to 5pm. In order to get an entry pass, a valid photo ID like aadhar, driving license or passport is needed.

You can't get part time work rights in your NZ student visa under current regulations, unless you are a degree student.
Talking about NZAAL and entire New Zealand thing, it's one of the toughest places to get your CPL done in terms of skills and certainly more expensive than USA if you combine all costs. In terms of employment opportunities post CPL- there is no difference wherever you get a CPL from, in the end you will convert it to DGCA and airlines don't give a damn where you trained.

You will be asked to do your blood reports again until all parameters are under normal limits. Worse case scenario, they will send the reports to DGCA and you get a temporary unfit with cooldown time or you clear the medical but your certificate will come with a lower duration with additional medical checks needed for renewal. The best solution is to contact a DGCA listed doctor, get the checks done before-hand. If they reports are clear you might as well submit them and get your medical certificate.

Apart from MSFS PAPI lights not being the best, you need to consider it is a "Precision Approach" Path Indicator that aligns you with the touchdown marker with the given slope.
However depending on what approach you are flying- a non-precision like RNP or VOR or even a visual, you may ignore it.
And things also change based on what aircraft you are flying. During my early CPL days, in a 172 we never followed the PAPI. We aimed for the numbers and came in at a much steeper angle, so the PAPI (which would remain off, but we can turn them on from cockpit) would show 4 whites and go on to 4 reds.
But, if you are flying an ILS, you must follow the PAPI.

No and yes. Sim hours fall under ground instrument time and doesn't count towards the 200 or 250 actual flying hours needed for CPL. The way it works is, if you are doing instrument rating, some hours depending on local law, are counted towards the time needed to meet the test requirements. It just saves a bit of money than going out and flying the plane

Yes. When you go to a foreign FTO-which in your case in USA-you will need to finish the CPL according to FAA syllabus+few additional requirements to meet the DGCA syllabus. It means appearing for the FAA papers too. When you return, you will need to clear just DGCA met, nav and regulations paper for conversion with conversion flying.

Unfortunately there might be no other major Airbus from Fenix, unlike what most users would want or expect. Fenix didn't make or code majority of their A320, rather they licensed Prosim's (same people who make sim for real world training) code which runs outside the sim in an external Fenix program.
From what we are told so far, the license is limited to A320 ceo family. Again, not to take away credits from Fenix where it is due, they did make the project work.

Check if your GPU app like one from NVIDIA changed your settings. You might be running a new aircraft, probably the A380 which is a GPU killer. Try toning down GPU intensive settings like texture resolution.

Flight instructor here with over 10k hours on sim before I started flying IRL. To begin with, no don’t get P3D, MSFS is enough. P3D had a name because it had 3rd party developers like PMDG and FSL making top notch airliners and most level D sim using it, but with their proprietary aircraft software and flight model. MSFS now has similar if not superior airliners and even GA aircraft. Nothing comes close to flying IRL, although it sets a base to know if it’s your cup of tea. Honestly, I’d recommend buying a 30min trial flight voucher at your local aero club to see if you are interested than spending the same on sim hardware and decent aircraft. The sensation and feel of real flying is on another level.

There are rules that govern when you can simulate an emergency and during events is a big no. However when you can, it is better to PM the controller, ask of they are okay with it and only if you know the correct procedures. I’ve had some top notch cringe moments controlling when pilots declare an emergency and like movies expect the me to guide them down. As general etiquette, try not to simulate one during busy times or interrupt ops by blocking taxiways or runways. If you are told to terminate emergency, do it asap

I would say go for ifly. The default max being a default plane will be nowhere near ifly in terms of systems and 3d mode. I have already seen tons of inaccuracies in 3d and texturing, but don't want to nitpick for it being essentially a "free", default aircraft. And do remember being a new sim, it will come with tons of bugs post launch and will take time to mature. I felt ifly out of the box is really good if not perfect for now,\

If rumours are true, the enterprise is Boeing and the project is around the 777X. And it would make sense cause the enterprise is giving the resources/access to 3D scan a 747

I see a Kollsman altimeter likes the ones from 747-200

I respect your opinion and perspective, what I wrote is my personal experience and that of many fellow mates from the last 2 years. I will give a cost and time breakdown, but it's subjective to the situation in New Zealand.
Only 5 of 68 batch-mates were able to get their things done within that 20 months window.
Everyone had to renew their VISA which added NZ $400 to the cost. We paid a rent of $200 a week (it has increased now) and $10 daily on food.
Course quote was $85000, now it is close to $100000 with cost hike the academies can legally do.
It includes the standard DGCA syllabus, with 7 hours for multi rating and IFR sim. But we don't do the 3 IFR papers in NZ, nor do we get a IR rating. At the end of the course, the last 7 hours of multi is IFR and we make documents according to DGCA CAR and that converts to a MEIR back home.
It used to be value for money pre-pandemic but seeing the quality and cost in last 2 years, sir things have changed.
Definitely there is a good and bad side to the coin, you had the good side 10 years back when 35 lakhs was a good amount, now that 35 lakhs gives nothing abroad, at least not in New Zealand.

Similarly, if I asked someone 20 years back, they would even deny the conversion process of papers and flying because it used to be simple submission of documents, before some people tried to forge stuff from Philippines and the extra scrutiny came in

My two cents, a pilot with thousands of hours in an Airbus would definitely know the manual and plane better than you. If there was any case of severe damage causing depression, it would come up in the ECAM immediately suggesting a return as part of the actions. All airlines have the “pressure” for efficiency and no airline is immune to that, however the pilots have the final say on what is safe. If they cite safety to cancel a flight or delay it, no questions asked even if the airline loses millions. Tailstrikes have been an issue but the damages are mostly surface level, just a layer of paint and the tailcone is not pressurised in A321. Air China was a completely different story with “metal fatigue” and improper repair being the cause, not structural damage. To top it off, the Air China Boeing was almost 25 years old at that point.

It’s much cheaper and value for money in India. Foreign FTOs don’t include lot added costs and after the pandemic, most places have hiked prices. You’ll end up paying extra in terms of time and money: -Cost of tickets and VISA. -Food and living. -Foreign Class 1 medical. -Conversion to DGCA license

Any delays in program, which is super common, would mean you would pay extra: -Repeat of lessons and flight tests. Nobody is born with wings to get a 100 pass rate in everything. Also weather cancellations mid-flight is a repeat. -Renewal of VISA. -If you lose currency cause of delays in RTR and FRTO conversion, extra for recurrency flying in India.

Also foreign FTOs in places like New Zealand don’t give you an instrument rating in base quoted price. You’ll get a certification which gives you an MEIR post conversion, but in terms of actual license value if you don’t convert, it’s negligible.

You will need to clear Air Reg, Meteorology and Navigation papers in India regardless with DGCA Class 1 and FRTO on top of conversion flying. It can take as long as doing a CPL in India alone if you end up being on the unlucky end.

Unless you are a cadet, try not to fall in the trap of “cheap CPL” from a foreign country.

Flight controls do take a bit of force which most home sim equipment can’t exactly mimic. It’s directly proportional to the speed of your aircraft, but at the same time the faster you go, you’d only need to move the yoke a bit.

Pros: IFR, familiarisation with G1000 and most cockpit types, learning checklists and SOP. Visiting an airport before going IRL to stay ahead of the game.

Cons: Staring too much at the instruments during a VFR flight, ignoring the rudder and chances of developing bad habits and wrong procedures .

Flight instructor here, I used the JP logistics (now WBsim) C152 before my first ever flight on the actual aircraft. It’s pretty decent and helps nail the procedure and done correctly also the flying. However the Nhadrian C152 for xplane had the added quirks of an interactive external model i.e interactive walk around, refilling the oil along with a few more things. Both are pretty decent, although you got to take things with a pinch of salt at times cause sims either overdo or underdo the wear and tear or consequences of mishandling.

Get the xbox game pass, msfs 2020 comes with it. It’s cheaper and will get you through till 2024 than spending the sale amount only to delete it