One of the benefits of working for the passenger airlines in the U.S.—and some cargo carriers—is the ability to travel as a “nonrevenue passenger,” or “nonrev.” Over my 19 years of working for three airlines, my wife and I have been avid nonrevs and traveled to more than 60 countries on 27 major airlines from five continents. 

Over the years, I have found newcomers to the industry often misunderstand the scope of their travel benefits, their employers frequently put little effort into educating them, and their older coworkers frequently and rather cynically denounce the usefulness of nonrev benefits.

The basic idea of nonrevenue travel is airlines frequently have empty seats, and when they do, employees of that airline, their affiliates, and other airlines (usually in that order) get to use them, “space available” or “standby,” for free or by paying a nominal fee. Airlines try not to have empty seats, sometimes through the use of heavy overbooking—which can backfire— and therein lies the challenge—and the adventure—of nonrevving. When you’re traveling standby, anything can and will happen, and it pays to be flexible, give yourself extra time for travel, and adopt a Zen attitude.

• READ MORE: Choosing the CFI Route

The easiest form of nonrevving is going on your own airline—or, if you work for a regional airline, going on your major airline partner(s). This is because you’ll have a website on which you can check exact flight loads, review the standby list, and “list” yourself with a standby reservation. You’ll also have the highest priority on your own airline, and most give their own employees access to first-class or business-class seats. Travel on your airline is also usually free, except when departing from international destinations, where you’ll be charged a departure tax.

That said, you’re doing yourself a disservice by limiting yourself. There will be routes your airline doesn’t serve or on which other airlines provide more service, and sometimes when your carrier’s flights are booked full, other airlines’ loads are lighter. 

My wife and I have experienced very good luck with the strategy of taking our own airline across the Atlantic to Amsterdam or Paris, or across the Pacific to Tokyo or Seoul, South Korea—often in a first-class seat—and then continuing to our destination on a European or Asian carrier. It is particularly noteworthy that European Union airlines tend not to overbook because of the punitive penalties they incur for involuntary denied boardings, and in more than 20 nonrev segments on EU carriers, we have always got on the flight.

Back in the “bad old days,” travel on other airlines was done via “ID90” paper passes issued by your own airline—often a long and troublesome process. It’s far easier and cheaper these days. Most OAL passes are now ZED, or Zonal Employee Discount, which is a flat fee based on distance, plus taxes. These are as little as $30 and usually less than $150 for even the longest flights. Most airlines now use Electronic ZED, or e-ZED, with passes and refunds issued on a fairly user-friendly website that also lets you check general flight loads and lists you on your desired flight. It’s still smarter to purchase and list OAL passes before the day of travel, but I have walked between various ticket desks at international airports inquiring who has seats open, and once I found a suitable candidate, hopping on the e-ZED website to purchase the pass and list myself.

Most airlines used to have a rather strict dress code for nonrevs. This has relaxed considerably in the states and somewhat overseas but still varies by airline, so check your airline’s pass travel agreements for details. In any case, I’ve always found it pays to dress nicely as a nonrev because you have a better shot at one of those elusive business-class seats.

• READ MORE: How To Prepare for Your First Airline Training Program

When traveling on your own airline, you can usually check in online 24 hours prior to departure. When traveling OAL, you will usually need to check in at the airport—domestically you can often do so at a kiosk, but internationally you often need to check in with an agent. Overseas, some airlines make you wait at the check-in desk until they assign your seat, which can lead to a last-minute rush through customs and security to make your flight. Otherwise, make your way to the gate at your own leisure, park yourself somewhere within audible distance of the gate agent, and wait for them to call your name. Some airlines/airports provide screens  to monitor the standby list and see when you are issued a seat, but even with these the gate agent will often call you to the podium.

At most airlines, the standby list is ordered by seniority among mainline employees, then seniority among affiliated regional airline employees, then parents and retirees, then buddy pass riders, and then OAL employees. Some airlines issue their employees a limited number of “vacation passes” each year that can be used for super-seniority on the standby list.

As a nonrev, you are expected to be unobtrusive, so you really don’t want to be harassing the gate agent with questions about seats available or your place on the standby list. Some will react extremely poorly to any nonrev approaching the podium without being called. That said, they do make mistakes and sometimes become rushed and overlook people at the end of the boarding process, so once the boardings have reduced to a trickle, it pays to stand somewhere you’re very noticeable. When I haven’t been called, they’re printing the final paperwork, and I know there are still seats available, a polite “I’m sorry. I may have missed it. Have you cleared nonrevs already?” yields good results.

When your name is called, collect your boarding pass and board with your assigned group. I will usually introduce myself as a nonrev to the flight attendant at the boarding door, give them my seat number, and tell them to let me know if I can help (believe it or not, I have been called on twice during security situations). When traveling OAL overseas, I often bring chocolates or a small local treat for the crew. This has occasionally yielded an upgrade when there were open seats in business class, and the gate agent didn’t give me one (policy usually prohibits this for OAL nonrevs), but it’s not the sort of thing you should ever ask for. Again, on the airplane you need to be as unobtrusive as possible. Be coy—or just silent—about your nonrev status with paying passengers.

• READ MORE: A Superheated Shortage

What if the gate agent closes the jet bridge door without calling your name? The flight likely went out full, and you’ll have to move on to Plan B, C, or D. But don’t leave the gate until the flight actually pushes back. I’ve got on several flights by sticking around the gate when people senior to me have already left.

Nonrev benefits normally extend to spouses, dependent children, and parents (though parent benefits on OALs vary). Usually you’ll also have a limited number of “buddy passes” to distribute to friends of your choosing. Be very careful who you give these to. Buddy passes are fairly expensive (equivalent to ID90s) and travel at very low priority, and their chances of getting stuck are high. Be sure that not only your buddies but all of your pass riders are familiar with nonrev policies and etiquette. You are responsible for your pass riders, and any misbehavior on their part may result in pass privilege suspension or other discipline for yourself. Also, do not under any circumstances sell or trade buddy passes to strangers. That will absolutely get you fired.

There are plenty of other nuances to nonrevving, but you’ll find the techniques that work for you with time. It’s definitely something that becomes easier and more natural with time. Normal people find it crazy that I’ve twice gone to Thailand and only found out whether I was going around the globe westbound or eastbound five minutes before departure—but for a nonrev, that’s par for the course. Unpredictability and spontaneity just come with the territory.

The post How To See the World for Free and Occasionally Sleep in Airports appeared first on FLYING Magazine.

The pilot shortage continues to evolve, particularly when it comes to recent hiring changes at the regional and cargo airline level. Recently, a regional airline introduced a new wrinkle for its prospective pilots—a legal agreement requiring all new hires  to commit to working for it for at least three years.

• READ MORE: Is the Pilot Shortage Over?

Boeing 737 pilot Sam Weigel goes through the details of this legal agreement from a professional’s perspective—why it’s making a stir in the pilot community, and what it ultimately will mean for future hiring.

• READ MORE: Building Flight Hours When There’s No Appetite for Instruction

The post Regional Airline Contract Boxes In New Pilot Hires appeared first on FLYING Magazine.

In my previous installment of V1 Rotate, I noted some of the reasons that a fledgling professional pilot might choose not to flight instruct, and listed a number of alternate means of time-building. Most of those alternative jobs, however, have their own downsides in terms of pay, safety, being VFR-only, only being available in certain areas, or being tough to break into. 

I noted that the well-connected candidate with geographic flexibility is likely to have the most choice in how they get to 1,000 hours and beyond. The unspoken implication, which I most certainly did not intend, is that awkward homebodies might have to resign themselves to flight instructing after all.

I really dislike the idea, rather widespread in some quarters, that flight instruction is the time-building method of last resort. I need to be careful about how I say this, because as I’ve noted before, there’s a strong tendency in aviation for more experienced pilots to dole out advice to newcomers based on what worked for them 20 years ago—and a related attitude that insists that because one paid their dues in a certain manner, the new kids must do so as well. I try to avoid both fallacies. I do recognize that flight instructing is not for everyone. I know the downsides are real; I lived them, and the memories are still vivid two decades later.

• READ MORE: Building Flight Hours When There’s No Appetite for Instruction

And yet, so much of the “flight instructing sucks” discussion places the job in relation to those that are not necessarily obtainable to the average 300-hour pilot, rather than the more realistic alternatives. And flight instructing does, in fact, have some major upsides. No, instructing isn’t for everyone, but I do think it’s a better option than many of the naysayers realize; you’d be doing yourself a disservice to dismiss it out of hand.

One really major advantage of the CFI route is its availability and universality. There are FBOs, flight schools, academies, and collegiate flight programs in every corner of the country. The vast majority are willing to hire a 300-hour fresh CFI straight out of flight school, which is true of few other flying jobs. This isn’t to say you won’t have to pound the pavement to find the right fit for you, or that you won’t have to establish a relationship and convince them to hire you—but you’ll know where to start looking, and you won’t have to necessarily go far.

• READ MORE: Is the Pilot Shortage Over?

More to the point, you most likely won’t have to wait long to get hired and start building flight time. The sooner you get in the game and start grinding, the better. Aviation employers love job candidates with a continuous work history and a steady progression of flight time, while a lack of currency—or a history of lapses—is a red flag. A bird in the hand is definitely better than two in the bush here. If you can start instructing in two weeks, this is vastly preferable to taking three or four months off looking for a “better” alternative.

The universality of the job also lends itself to portability. Once you are instructing actively, you’ll tend to have more options. Not getting many hours during the winter in North Dakota? Make some calls to sunny Florida. School not maintaining their airplanes well or delaying that raise they promised? Dust off the resumé. A mercenary attitude can help stave off some of the downsides of the job. This isn’t necessarily true of some of the other entry-level positions like diver-driving or banner towing, where there are far fewer operators in any given area and most hiring takes place before the high season.

I won’t lie, being a CFI can be hard at times, with long hours, inadequate pay, indifferent aircraft, a high level of dependency on weather, and the occasional frightening close call. These seem to be common themes among entry-level jobs. It’s just the price of admission. The better schools minimize some negatives (low pay, poor maintenance), and others change as you gain experience and are assigned more advanced students (weather cancellations, nature of the close calls).

The instructing itself, on the other hand, can be incredibly rewarding. If you love flying and are good at it, there’s absolutely nothing better in aviation than passing on that love and those skills to another human, seeing their eyes light up when they “get it.” I enjoyed flying with the majority of my students and kept in contact with some of them for years afterward.

• READ MORE: Networking Strategies That Will Get You Noticed by the Airlines

Many new commercial pilots doubt whether they have the ability or the patience to teach. So did I. The actual teaching is really not that difficult, the FAA’s emphasis on Fundamentals of Instruction notwithstanding. You’re not teaching high-schoolers trigonometry here. You’re basically just a knowledgeable enthusiast explaining something you enjoy to someone who’s motivated to learn and letting them flail around a bit, mostly learning from their own mistakes, keeping things from going too far, and giving them the occasional pointer.

Instructing requires a reasonable base of knowledge, some humility, some empathy and patience, basic communication skills, and a little familiarity with human nature. Those are pretty much the requirements for everything you’ll do in aviation, by the way. When I think back to the crappy instructors I’ve known over the years—and I’ve met a few—lack of teaching ability was never the problem. It was always a large ego that got defensive about gaps in their skills or knowledge—or else they simply didn’t want to be there, considered instructing beneath them, and were indifferent about helping their students succeed.

I often hear the charge that flight instructing is excruciatingly boring. This one really flabbergasts me. Flight instructing was many things to me, but boring was never one of them. Mind you, the rare near-death experiences certainly kept me on my toes, but besides that, I had a wide variety of students from private to ATP, each one had different strengths and weaknesses, and I varied my lesson plans daily according to their recent triumphs and stumbles and to accommodate the vagaries of weather. I took my students to a wide variety of airports to give them the broadest possible experience, and often our destination was determined by what sort of grub we were in the mood for. If you find flight instruction boring, you’re doing it wrong—and jet flying may render you downright catatonic!

If, knowing all this, you still prefer a job where you’re the one manipulating the controls at least half the time, I can’t fault you that. I still enjoy the physical act of flying and get to partake every other leg. But regardless of the path you choose, I’d highly suggest you at least get your CFI certificate. You’ll learn a ton, and you never know when it will come in handy.

The post Choosing the CFI Route appeared first on FLYING Magazine.

“Two years ago, 1,500 hours and a pulse was enough to get you an interview at the regional airline of your choice,” recalls V1 Rotate’s Sam Weigel, who flies a Boeing 737 for his day job. As hiring begins to slow at regional airlines and cargo carriers, Weigel asks—is the pilot shortage over?

• READ MORE: Building Flight Hours When There’s No Appetite for Instruction

The post Is the Pilot Shortage Over? appeared first on FLYING Magazine.

It was the spring of 2001, and after years of being foretold, the pilot shortage had finally arrived. 

The major airlines’ hiring was in full swing, smaller upstarts like Southwest and JetBlue were rapidly expanding, and the regional airlines’ competitive minimums had fallen well below 1,000 hours. There were rumblings about slowing business-travel bookings for that summer and beyond, but this did little to darken the sunny outlook. Flight schools everywhere were jam-packed.

And yet, my own options appeared to be surprisingly limited. As a 20-year-old college student with fresh commercial and CFI tickets, there were few flying jobs available, and that first step from 300 to 1,000 hours looked like a formidable one. 

Flight instructing appeared to offer the best chances of employment, and unlike many of my peers, I thought I would enjoy instructing and didn’t mind going that route. But even there, in the middle of an instructor shortage, flight schools were rather cool to the overtures of a newbie CFI they didn’t know. My first inquiries into summer instructing jobs went nowhere.

Finishing up an internship with Trans World Airlines, I got a hot tip from a regional pilot at my crashpad about a busy flight school in the Los Angeles area. They didn’t pay much, but their instructors flew a ton, and they were known to hire low-time CFIs. 

My first email and phone call to the flight school manager garnered a noncommittal response. Undeterred, I jumpseated to LAX the next weekend and navigated LA’s abysmal public transit to Brackett Field (KPOC). The surprised manager offered me the job, pending completion of my certificated flight instructor-instrument (CFII) and certificated multi-engine instructor (MEI) ratings. I finished them in one week and went on to fly 400 hours in three months. This first experience proved crucial in jump starting my career—particularly considering the events of that September and the following years of aviation turmoil.

Twenty-two years later, so much in the industry has changed, and yet some things stay the same. 

CFI Reality

Today, despite a historic pilot shortage that puts the mini-shortage of the late ‘90s to shame, it is still remarkably difficult to land that first flying job—which, with the advent of the 1,500-hour rule, is more critical than ever. Aviation forums are full of newbies lamenting their inability to find a time-building gig. Another frequent topic, closely related, concerns many low-timers’ hesitancy to resign themselves to flight instruction. “Isn’t there a better way?” they ask.

I want to be clear here. There is a strong tendency in aviation for experienced pilots to dole out advice to newcomers based on their own career of 20 or 30 years past, and there’s also a common attitude of “I endured this, therefore you should endure it too.” Just because flight instruction worked out for me, and just because I mostly enjoyed it and was fairly good at it, does not mean it is the right path for everyone.

There are some very valid reasons not to want to instruct. It is hard work, carried out in basic aircraft of middling performance and sometimes varying states of maintenance in a noisy, cramped, and sometimes hot and turbulent environment. It is one of the more genuinely dangerous sectors of aviation, as detailed in this V1 Rotate episode. You don’t get to manipulate the controls that often. You have to be constantly alert, because students like to find novel and clever ways to kill you. This vigilance is hard to maintain if you feel like you’re stuck in a rut, teaching the same lessons over and over. 

Not everyone is cut out to be an instructor. It requires organizational ability, good communication skills, steady nerves, and the patience of Job. The hours can be quite long and the pay, while somewhat improved since my day, is still nothing to write home about unless you can carve out a niche for yourself as an independent instructor. Depending on your area and what type of students you have, your income may be highly weather-dependent.

But the reality is that most of these things apply to every position that is realistically available to the 250-hour freshly minted commercial pilot. Basically, no matter what you do, your first flying job is likely to be hard, uncomfortable, and possibly dangerous work. It will probably involve unsexy aircraft, and it’s probably not going to pay a lot relative to the small fortune you’ve invested in training.

This is a bit tough for today’s new pilots to swallow, because they’ve heard so much about the unprecedented pilot shortage that has been raging for six or seven years and all the opportunities it has afforded. The hard truth, however, is that the shortage is unevenly distributed, and at present, there is no shortage of 250-hour pilots. In fact, at the moment there’s not even a shortage of 1,500-hour pilots! 

Unless and until this changes, which I find unlikely given the current elevated volume of training, you will likely have to hustle for your first flying job, and your life just might suck for a year or two.

Entry-Level Alternatives

That said, your entry-level alternatives to flight instructing are essentially as follows, roughly ordered from easiest to hardest to break into:

• Buying flight time (perhaps via aircraft ownership): There are a surprising number of people doing this as they race to 1,500 hours. I think they may be surprised when they get there. I would be loathe to hire an airline pilot who had never proven the ability to hold down an aviation job. This is, by far, the most expensive option —but probably also the most enjoyable, particularly if someone else is footing the bill.
• Flying skydivers:  This can yield a lot of flight time at busy drop zones (DZs), especially in good weather on the weekends. It may involve turbine aircraft such as Caravans or Twin Otters. Good stick and rudder flying but zero instrument experience, which may be off-putting to future potential employers. Smaller DZs may fly only Cessna 182s or 206s, and some have legendarily sketchy maintenance.
• Ferry flying: Good cross-country experience, getting to fly a wide variety of aircraft. Low barrier to entry; essentially, anyone can hang out their shingle as a ferry pilot (and many do). Initially unlikely to get enough time to be a full-time job unless hired by a well-established ferry operation.
• Towing advertising banners: This is primarily over tourist destinations in high season, notably the Florida beaches from November through April (some operations move north for the summer season). Hones stick and rudder skills, but strictly VFR with the same resumé implications as diver driving. Largely Piper Super Cubs and the like, and the tailwheel experience is a big plus.
• Traffic watch, fire spotting, pipeline patrol, fish spotting, aerial survey: these classic time-building jobs have all been partially replaced by unmanned aircraft systems (UAS), and I expect that trend will continue, but there are still some gigs out there. Fairly boring flying that involves long stints at cruise, but likely to build flight time fairly quickly.
• Aerial application (cropdusting): One of few time-building opportunities in many rural areas of the country. It can be tough to break into as today’s agricultural aircraft are fairly complicated and expensive, and this is a tough job to do well without experience. Demanding, relatively dangerous flying, and constant exposure to toxic chemicals carries long-term health implications.
• Part 135 SIC: Acting as PIC under FAR 135 requires 1,200 hours for IFR operations and 500 hours for VFR-only (common in Alaska and backcountry areas). However, many Part 135 operators use copilots where required by the aircraft type certificate, by their ops specs, or by their insurance carrier. This is high-quality time, often under IFR, that is attractive to future employers. You may be able to upgrade to PIC once you meet the time requirement.
• Private SIC: There is a growing segment of private owners that are required by insurance to operate with two crew, even in single-pilot aircraft, which can lead to opportunities for low-time pilots. These gigs traditionally pay little and offer spotty flight time, and in some cases, you may need to get a type rating (which has become incredibly expensive). But entry as a 250-hour pilot is absolutely possible, if you know the right people.
• Business Jet SIC: Once unthinkable as an entry-level gig, today’s regional pilot pay has robbed corporate flight departments of enough applicants that average SIC-hire times have fallen considerably. I’ve heard of multiple pilots getting hired into bizjets with minimal time in the last year, but it’s still far from the norm.

What all these jobs have in common is that they are all less prevalent than flight instructing positions, some are confined to particular areas of the country, and many of these jobs—particularly in twin-engine and turbine equipment—are extremely dependent on who you know, especially as a low-timer. This is one reason that I place so much emphasis on networking early in your career.

If you, for whatever reason, have decided that flight instructing is not for you, then you need to really up your networking game, and you also need to have a high degree of geographic flexibility. If you’re not able to move or you haven’t networked extensively, I’d suggest you give flight instruction a second look. I’ve listed a lot of the negatives above, but there are some pretty great positives, too.  

The post Building Flight Hours When There’s No Appetite for Instruction appeared first on FLYING Magazine.

Dreams Soar, the non-profit organization founded in 2016 that made history with a global solo flight by pilot Shaesta Waiz, has announced its next phase in transforming the aviation industry. The organization plans to build an aviation industry career resource called The Hub, the organization announced during its “Dream On” online event on Monday, March 27. 

The initiative includes the launch of its Talent Pledge, convening a seasoned advisory council, and introducing the “Uplink” podcast. These initiatives aim to inspire, connect, and empower professionals and address the workforce challenges in the industry.

Waiz, STEM ambassador to the FAA and Dreams Soar’s CEO and founder, explained that the organization realized that inspiring young people to get involved in aviation was relatively easy. 

“Having met more than 25,000 children through Dream Soar’s participation in more than 60 outreach events, we realized…the challenge would come after inspired students began wanting to learn more and get connected,” Waiz said in a statement. “Additionally, of the students we’ve inspired, we haven’t had the infrastructure to measure their progress or provide them the tools we knew they needed to succeed. So, we’ve decided to build it.” 

• READ MORE: New Book Tells Story of Shaesta Waiz

Enter the Hub, an all-in-one aviation industry career resource. 

The Hub will provide comprehensive workforce solutions and tools to streamline the “inspire-to-hire” career pathways. It will launch in the fall of 2023 with support from strategic partners and communities nationwide.

“First, we want students, parents, and educators to be able to discover all the career opportunities available in the aviation industry more fully,” Dreams Soar COO Michael Wildes said in a statement. “Second, we want to allow companies to recruit, hire, train, and retain more efficiently. Finally, we want to attract and empower professional career service providers around the industry by providing an ecosystem to exist in. This is what will move the industry forward.” 

Dreams Soar’s Talent Pledge and industry advisory board, consisting of leaders across strategic sectors of education, industry, and government, will support its mission while encouraging industry participation, according to Waiz. The Talent Pledge is Dreams Soar’s formal commitment to building and sustaining the aviation industry career hub. Companies commit to reducing learning and hiring gaps by one percent annually, and they can open doors for young professionals in aviation.

According to the company’s release, advisory members include industry leaders like Dr. Sharon DeVivo, president of Vaughn College; Christine Sharp and James Brough of the Federal Aviation Administration; Shelley Svoren, CEO of Infinite Branches; Thom Patterson of the National Business Aviation Association, J.J. Frigge, President of Hartzell, Andre Castro of the General Aviation Manufacturers Association, Peter Truszkowski, CEO of AirPlx, and Louis C. Seno, JSSI chairman emeritus, who serves as chairman of the organization’s board.

Svoren emphasized the importance of attracting and retaining people in the aviation industry, and praised Dreams Soar’s Talent Pledge for providing “the framework and tactical solutions to accomplish this and do so through global collaboration,” she said. “I am honored to serve on the advisory council of this organization that will create a long-lasting, positive impact on and sustainability for the aviation industry.”

Dreams Soar also plans to introduce its “Uplink” podcast, which will provide a platform for aviation professionals to engage in dialogue and share insights on various topics related to the industry. The podcast aims to connect professionals and allow listeners to learn from their experiences and perspectives.

The post Dreams Soar Unveils Comprehensive Aviation Career Resource appeared first on FLYING Magazine.

Sun ‘n Fun and JSfirm.com, the popular aviation job website, are celebrating 10 years of partnership with the 10th annual Sun ‘n Fun Career Fair.

This year the event in central Florida is expanding to five days. It will be held during the Sun ‘n Fun fly-in at Lakeland Linder International Airport (KLAL) from Tuesday, March 28 to Saturday, April 1, from 9 a.m. to 4 p.m.

Tickets are $45 per day, and may be purchased here.

“Expanding the Career Fair that takes place during Sun ‘n Fun was a common request from participating companies and job seekers alike,” said Abbey Hutter, executive director for JSfirm.com.

Hutter noted that the career fair began as a one-day event and has steadily grown, fueled by requests from participants. The career fair is an opportunity for employers to meet potential applicants and those searching for career opportunities to see their options.

“We always look forward to having hiring companies on site,” said Richele Floyd, scholarship director for the Aerospace Center for Excellence. “The networking capability truly is limitless even outside of show hours.”

Who Can You Expect To See:

The 2023 career fair exhibitors include: 

• Airborne Maintenance & Engineering Services
• Air Wisconsin
• Cirrus Aircraft
• Commuteair
• Endeavor
• FAA
• flyExclusive
• Frontier Airlines
• GoJet Airlines
• Legends Airways
• LIFT
• Mesa Airlines
• National Airlines
• Piedmont Airlines
• PlaneSense
• PSA Airlines
• Republic Airways
• Silver Airways
• SkyWest Airlines
• VistaJet

Floyd adds that the partnership with JSfirm.com continues to grow, to the extent the two entities now have a new five-year agreement in place.

The post Find a Career During Sun ‘n Fun Aerospace Expo appeared first on FLYING Magazine.

On March 21, Delta Air Lines announced the launch of a new career pathway option via Propel Fight Academy, aimed at training and hiring more pilots as the airline industry works to rebound from the pandemic. 

The initiative is in partnership with Skyborne Airline Academy, a pilot training provider. This is the fourth pathway launched under Propel. 

The academy will offer a comprehensive pilot training program, including classroom instruction and hands-on experience in Delta’s fleet of aircraft. Delta aims to train and hire over 5,000 new pilots through the Propel program by the end of the decade. The Propel Flight Academy will open in June 2023 in Vero Beach, Florida, and students can receive up to $20K in funding. 

• READ MORE: United Graduates First Class from Aviate Pilot Academy

The program will offer ratings beginning with PPL; once students earn CFI ratings, they can be hired to teach through Skyborne. Participants who accept CFI roles will receive subsidized training in addition to a salary and benefits, guidance from Delta pilots and staff, and access to job opportunities with the airline upon completion of the training, according to the airline’s news release.

The launch of the Propel Fight Academy comes as the airline industry faces a shortage of pilots, with many pilots retiring or leaving the industry during the pandemic. Delta’s investment in pilot training and recruitment is seen as a critical step towards addressing this shortage and ensuring the airline industry’s future.

• READ MORE: American Airlines Offers To Match Delta Pilot Pay Raise

Delta has also pledged to improve diversity and inclusion in its pilot ranks through the Propel program, with a goal of increasing the number of underrepresented groups among its pilot hires. 

The post Delta Air Lines Announces Flight Academy appeared first on FLYING Magazine.

The aviation community can sometimes feel like one big extended family. For Nicole Stoddard Robbins, an IFR-rated private pilot and mother of three boys in Utah, that’s more true than it is for many. Robbins is a third-generation pilot whose grandfather served in the U.S. Army Air Corps (now the U.S. Air Force) during World War II, and in Korea and Vietnam. Her dad, Kris Stoddard—who flew for United when Robbins was a kid—is her flight instructor.

Her dad wanted to follow in his father’s footsteps and fly for the USAF, but his eyesight was not quite 20/20. So he took an airline job, retiring early after 13 years and earning a master’s degree in social work. He works as a counselor and a Part 135 pilot. 

About eight years ago, Robbins said, her dad bought an airplane and offered to teach his children to fly. That’s when she first got the flying bug. “It’s funny because growing up, I never thought I wanted to fly airplanes,” she recalled. “I didn’t think of it as an option as a kid.”

Growing up, she thought of being a mom as a career option: all of the daily work associated with that, like preparing meals, pickups, and drop-offs. “But after having two kids, I could feel my brain turning to mush,” she said with a laugh. Being a person doesn’t end with motherhood, she pointed out. “I’m still Nicole. I wanted to be mentally challenged.” That’s roughly when her dad bought his airplane and offered her flying lessons. 

And he didn’t come home with a typical trainer—Robbins learned to fly in her father’s American Champion Super Decathlon. “I’m kind of blown away that that was the airplane I started on,” she said. 

More Right Rudder

The flight instructor mantra, “More right rudder,” is even more critical in a Super Decathlon than in the relatively docile Cessna 172. While you may not need as much rudder input for tricycle-gear aircraft, a conventional-gear airplane is less forgiving, particularly on the ground. “I think I veered off the side at least three times,” Robbins said of her early attempts to taxi to the departure end of the runway. 

Luckily she had a patient flight instructor whose experience as a counselor may have informed his teaching style. Robbins described being overwhelmed the first time she tried to do towered radio communications, sitting on the ramp so frustrated she couldn’t get anything out. Her dad recognized that she needed a break, smoothly took over, and they flew home to debrief, decompress—and try again later. 

Since that day, she said she has been on top of radio communications, even fielding compliments from other pilots. Backing up and building skills incrementally made a difference. “He takes personal cues,” Robbins said of their relationship in the cockpit. “It’s interesting having my CFI be a counselor. He’s my dad, and I won’t always agree with him on everything. But I love him and appreciate everything he puts me through.”

When she flew her first solo, Robbins says she was pregnant with her third child. “And then I was so sick,” she said. She had to take medication to prevent vomiting, so she put flying on hold temporarily. It’s worth noting that not all pregnancies require prescription medication for sickness, and many women are able to use bracelets and ginger candy to keep mild morning sickness at bay and keep flying. After earning her private pilot certificate, Robbins took a break from training for a couple of years before beginning to work on her instrument rating.

• Read More: Hurling in the Heavens

And she makes time to have fun and cultivate her family bonds. The entire family piled into a Beechcraft King Air for a trip to visit the redwoods last summer. Meal time in her household is “sacred,” but that doesn’t mean every meal is home-cooked. The important aspect of the time is talking in a meaningful way. She and her husband take turns taking their kids on outings, asking them about their friendships and school. And that’s what it means to be a mom—not the tasks we often associate with motherhood, she says. 

“All of those chores, patching holes in the knees of long pants, and picking up and dropping off—that’s not what makes you a mom,” she said. “It’s all about the relationship you have with your kids, and how you show up for your kids. You can still follow your own dreams.” 

Now, Robbins is working on a commercial rating. She’s currently studying for her knowledge exam and has completed most of the flying requirements. She’s saving the last 20 or so hours until after her exam, so she can practice maneuvers for the check ride. She’s looking ahead to working on a multiengine rating, and is considering enrolling in an accelerated program. Robbins said she’d love to be able to fly with her dad in the Cessna Citation XLS, which will require 800 hours for insurance purposes. 

Looking Ahead to Part 135

Robbins says she’s worked with her dad at his Part 135 company, cleaning airplanes and doing bookwork. It’s her dream to get to fly professionally with him before he retires. And eventually, she thinks she’d be interested in flying for an airline—but not until her boys are a little older. Right now, they are 10, seven, and four. 

“My career is still second,” she emphasized. “I have a different career timeline compared to other pilots…But I’m not pressured to finish. My husband has a great job, which is a great blessing for me—I don’t have to rush through things while trying to figure out finances. I can pace myself to take on as little or as much as I need to, to still be there for my kids. That’s probably one of the most important things. And it’s incredible that in aviation, you can do that.”

The post The Family That Flies Together appeared first on FLYING Magazine.

Unlike many other professions, commuters to an airline or fractional pilot job make their trip by air, which allows for a degree of complexity along with the flexibility in where you can live. Sam Weigel walks you through the commutes of his career along with thoughts on how to choose if this is right for you.

The post Commuting to the Line appeared first on FLYING Magazine.

A joint internship between GAMA and Daher continues an ongoing international effort by both the OEM and the association to develop aviation career-minded young people.

Since 2007, Daher has sponsored interns at its facility in Tarbes, France, with the concept of exposing those involved to areas of specialty across the enterprise—as well as to the advantages of working for an international company in its global footprint. The experience typically culminates in a trip with the company to EAA AirVenture at Oshkosh, Wisconsin, in the summer.

“This opportunity is a one-of-a-kind experience for the next generation of aviation industry decision-makers, who will work side-by-side with our team in France to gain expertise in their selected fields,” said Nicolas Chabbert, senior vice president of Daher’s Aircraft Division.

Qualifying for the eight-week internship takes place via an application process that includes submission of a resume and cover letter, plus a 40-second video presentation made by the applicant attesting to both their motivation and the expectations they have in joining the program. 

Applications are due by March 20 at the GAMA-Daher Internship Experience site or via email: w.ferreira@daher.com.

“Internship applicants should be 18 to 24 years of age, with U.S. or Canadian citizenship, and enrolled as a full-time student pursuing an associate, undergraduate or graduate degree,” noted the release outlining the internship. “They will need to demonstrate an interest in an aeronautical career for engineering, flying, maintenance, manufacturing or marketing—among other areas.”

Anthony Garza, from San Antonio, Texas, was one of the pair of interns in 2022, and said the following about his experience during Daher’s media briefing last year at AirVenture. “I was very fortunate to be picked by Daher for this prestigious program. I think it’s a great opportunity to spend a month in France, at the Tarbes factory, to see the day-to-day of the TBMs work—it’s a once-in-a-lifetime opportunity for us.”

At the same briefing, Lauren Meyer, from Murfreesboro, Tennessee, added, “I cannot say enough kind words about this program. It was an amazing opportunity, and I met so many amazing people through it, and of course got to meet all of you here at Oshkosh, which is another great part of this program.”

“The very good news for these young, very talented people,” said Chabbert at the briefing, “is that now we have the opportunity for them to get employed in the U.S., and you can pick your place, in beautiful Idaho, or they can go to Florida, on aerostructures, they can work on the aircraft…or they can be employed in France if they wish.”

GAMA counts the international program as an important part of its workforce development initiatives in 2023.

“We are excited to partner with Daher, which builds two separate type certified turboprop aircraft in the U.S. and France, to offer this exciting opportunity for North American students to learn about the general aviation industry in France,” said Pete Bunce, GAMA’s president and CEO. “These internships provide students with an invaluable international experience that will further their knowledge of the incredible professional global opportunities in our robust industry.”

The post GAMA, Daher International Internship Aims to Build Aerospace Workforce appeared first on FLYING Magazine.

In a bid to stay competitive, American Airlines (NASDAQ: AAL) says it is willing to step up pay incentives for pilots that keeps pace with those offered by Delta Air Lines, offering what it says would be $7 billion in incremental increases over a new four-year contract.

The airline is prepared to offer its pilots a compensation package that translates into a 21 percent pay increase in the first year, ramping up to a 40 percent increase by year four, American Airlines CEO Robert Isom said Tuesday.

The proposal came a week after Delta pilots ratified a new contract that increases salaries by 34 percent over the next three years, for a $7 billion cumulative pay raise for the airline’s 15,000 pilots by December 2026.

Staying Competitive

The effects of the new Delta contract cast new light on pilot pay industry-wide. Air Canada pilots, for example, said the increases mean Delta pilots earn up to 45 percent more per hour, Reuters reported.

American Airlines has taken note as well.

“That deal will determine compensation, benefits, and quality of life for pilots across the rest of the industry,” Isom said in a statement. “That means something extraordinary for American’s pilots,” he said, adding, “Our team members—including our pilots—will be paid well and they will be paid competitively.”

In addition to the average pay increase of 21 percent in the first year of a new contract, American pilots can expect “a much richer profit-sharing program,” as well as “a bump” in the airline’s annual contribution to 401(k) in the second year.

• READ MORE: Game Over for Regional Airlines?

By the fourth year, American pilots will see a total pay increase that will average about 40 percent, he said.

Announcement from @AmericanAir CEO Robert Isom today to pilots. He’s ready to match the dollars in @Delta pilots newly ratified deal, with even more quality of life guarantees. By year 4, narrow body captain tops at $475,000, wide body captain $590,000 annually. pic.twitter.com/0pEPCAM3Lo

— Doug Dunbar (@cbs11doug) March 8, 2023

“By the end of the agreement, factoring in base salary and increased 401(k) contributions from the company, a narrowbody captain at top of scale would make $475,000 a year—or $135,000 more a year than they earn today. A widebody captain at top of scale would earn $590,000 a year—that’s $170,000 more a year than they earn today,” Isom said.

“It is what you deserve, and it can be negotiated and made available quickly,” he added.

The post American Airlines Offers To Match Delta Pilot Pay Raise appeared first on FLYING Magazine.

From Our Partners at Skyborne Airline Academy

We have opened up applications for up to five full-time ground school instructors at our Vero Beach, Florida academy to support our continued growth in delivering high-quality ground school instruction to U.S. national and international students. Are you looking for your next move?

As a thriving airline academy with an innovative approach to flight training, successful candidates with FAA ground school instructional experience will be upskilled to deliver UKCAA and EASA ATPL ground school, using our adapted Pad Pilot system to develop your skills and enhance your career. All training will be provided in-house by Skyborne’s exceptional team of professionals. This is your opportunity to learn from the best.

At Skyborne, we are setting new standards and levels of expectation in flight training. We are dedicated to enhancing the knowledge and skills of our team to grow in their aviation careers. If successful, we will support you every step of the way. That’s our promise. 

From our unique educational approach to our world-class facilities, we’re fully committed to maintaining a dynamic, engaging, and welcoming environment to get the best from all pilots who train with us, and staff who work with us.

We have a vastly experienced, hand-picked team of the very best talent in the industry to provide best-in-class training and service delivery, in every department.

Skyborne is more than just a flight school. It is a family working towards the same goal, creating an unrivaled learning and working environment.

Come and work with us. Together, we can be ‘Skyborne.’

Skyborne is recruiting for several roles to support its continued growth.

For further details and benefits packages, visit: https://careers.smartrecruiters.com/SkyborneAirlineAcademy/us-careers

The post Are You Looking for Your Next Career Move in Ground School Instruction? appeared first on FLYING Magazine.

One of the major milestones of an aviation career is passing your first Part 121 training program. Whether at a regional or national airline, cargo carrier, or major, it is likely to be unlike anything you’ve done before. 

For those from a civilian background, Part 121 training will be much more structured and proscribed than Part 61 or even Part 141 certification courses, while also being longer and more in-depth than previous aircraft checkouts. For military aviators, you’ll find airline training to be highly compressed compared to what you’re used to, with lower expectations regarding systems knowledge but a much faster pace of learning. Going from a civilian CFI or even military instructor pilot (IP) to airline training is a big jump, one made more stressful by the knowledge of how important passing your first Part 121 program is to your career. Failure at this stage would make it difficult to get hired elsewhere.

Thus far in my career, I’ve had the pleasure of preparing for, undertaking, and passing five different initial qualification (IQ) courses at three different airlines: Bombardier DHC-8 (Q400), Embraer 170/190, McDonnell-Douglas MD88/MD90, Boeing B757/767, and Boeing B737. I went through three of these programs as a new hire, one as a transitioning first officer, and one as a captain upgrade. Three were under the airline’s Advanced Qualification Program (AQP), and two were under old-school Part 121. Between these five programs, I’ve developed a pretty good system of preparing for airline training in ways that have set me up for success; each program has been easier than the last. These preparation tips are what I’d like to share with you today.

Clear Your Schedule, Clear Your Mind

When you’re first hired at an airline, there’s a lot out of your control, and your inclination will rightly be to take the first class that is offered and get that coveted seniority number. That said, I would highly suggest that you build a buffer of a few weeks between your current flying job and your class date. For civilians, this might mean a missed paycheck at a moment when you’re unlikely to be flush with cash. It’s tempting to work up to the last possible minute. I’d suggest you consider the extra time off an investment in setting yourself up for success. Most military aviators have terminal or separation leave to bridge the gap; if you can, I’d suggest using it to build yourself a buffer.

The reason for this is that almost all airline training programs today require a certain amount of self-study beforehand, usually including a mandatory computer-based training (CBT) course. You can certainly complete this while working at your current job, but retention is likely to be shaky, and you’re less likely to study more than the required minimum. Transitioning to a new transport category type—and especially an entirely new type of flying—requires a total and conscious “brain dump” of your current aircraft. This is difficult to do while still flying it.

Get ‘The Gouge’

“Gouge” is military slang meaning the body of unofficial knowledge that one needs to pass a training program, start a new job, or fit in at a new posting. It implies a peeling away of unnecessary errata, telling you only what you really need to know. Gouge is often passed between new and old squadron mates and also extends to a transition to civilian flying. There is gouge about applying to airlines, acing interviews, and even passing training programs.

Over time in the civilian world, “the gouge” has become increasingly standardized and even officially adopted. For example, there are third-party training guides commercially available for all the most popular aircraft types (for the Boeing 737 alone, there are at least four, and I have two of them). The airlines have been increasingly accepting of “the gouge” and, in many cases, make it freely available to students. Every fleet at my airline, for example, publishes a Learning Objectives Document (LOD) with every systems question one might be reasonably expected to know, a Student Guide that finely details every lesson and checking event, various PowerPoint tutorials, FMS and auto-flight training software, and E-Brief videos that powerfully demonstrate every single maneuver you will do in training. All these are extraneous to the officially required manuals and CBT. They are resources of which the savvy student will avail themselves, and the sooner the better. It behooves you to make a good contact in the fleet you’re headed to—line pilot, check airman, or sim instructor, in ascending order of preference—and get “the gouge,” official and unofficial, in addition to the required manuals and training materials, well before you show up for class.

Study Early, Study Often

Once you’re actually in training, you will be drinking from a firehose. It will take enough effort to keep up; what you really don’t want to do is fall behind. The better prepared you are beforehand, the easier it will be to keep your head above water.

The very first thing I would start studying are the flow patterns for your fleet. Knowing your flows cold—even before you understand the systems that each flow covers—will make your early training go far, far smoother. Get a set of physical cockpit posters, tape them up wherever you are doing most of your studying, and practice your flows often. Once you move to your training hotel, bring the posters and put them up in your room.

The next things I work into my study are limitations and memory items. This is rote memorization, and you must learn it verbatim, so you can start studying these before you have much understanding of the aircraft. These items lend themselves to flash cards. I have created a thick deck of 3×5 index cards for every aircraft I’ve trained on. You can study these alone or use a non-pilot friend or family member. I use my wife to quiz me over dinner, in the car, and at the bar, and have always had limitations and memory items down cold at least two weeks prior to training.

If this is your first Part 121 operation, I would memorize everything in the flight operations manual (FOM) that relates to flight planning, dispatch, op specs (especially!), dangerous goods, and Part 117 crew flight and duty limitations and rest requirements. These all lend themselves well to rote memorization and flash card quizzing, and are important to get down sooner rather than later as airline programs vary widely in how much effort they put into teaching these items during ‘indoc.’ My airline, for example, includes a single hour of classroom training on op specs. For those unfamiliar with them, this barely scratches the surface.

Only then do I start learning aircraft systems. The company-provided/required CBT is a good starting point. I jot down notes and questions while going through it, particularly noting any items I got wrong on the CBT quizzes. After completing each system, I read the corresponding chapter of the aircraft systems manual, answering my questions and making further notes. Then I refer to the LOD, and then to my commercial study guide, noting any points of emphasis. Finally, I prepare flash cards for that system before moving on to the next section of CBT. I generally ensure that CBT is complete at least one week prior to training, giving me that week to study flash cards and start on procedures.

Once all this is done, you’ll have the knowledge required to start learning procedures, referring to your fleet’s aircraft operations manual. These will be taught early in your training, usually in a “paper tiger,” procedures training, or flight training device. It’s not necessary to have them down cold (except the associated flow patterns), as there will be subtleties of timing and emphasis best imparted by an instructor, but these lessons will go smoother if you are at least familiar with the procedures beforehand. The ground procedures are the most intensive (preflight, pushback, engine start, taxi, before takeoff, after landing, and shutdown/parking) and take the longest to get down, so place your emphasis there. In-flight procedures come much easier, and in-flight maneuvers take place much later in training (usually in a full-flight simulator), so you can delay study of these items until later.

Prepare Your Bubble

I don’t have kids, my spouse is self-reliant, and I’ve never lived in the same city as the training center while doing IQ, so this has always been pretty easy for me. It will be much harder for some of you. Nevertheless, it has to be said.

You need to create a training bubble for yourself, into which as few distractions as possible can penetrate. This means taking the airline up on their offer of a training hotel, even if you live nearby. It means leaving the spouse and kids at home. It may mean saving yourself the time and stress of commuting home when you have only one or even two days off between training blocks. This doesn’t mean you should spend four or five weeks nonstop in the pressure cooker of the training environment. It means that when you aren’t in the classroom, procedures trainer, or simulator, you need to leave yourself significant time to study, exercise, eat healthily, socialize with your training partner or partners, and study some more. The distractions of family and home life impede you from doing these things, so you need to minimize them. Explain the importance of what you are doing to your family; they’ll understand.

In a later installment of V1 Rotate, I’ll cover passing the Part 121 training program itself, but using these guidelines to prepare will go a long way in setting you up for success. 

The post How To Prepare for Your First Airline Training Program appeared first on FLYING Magazine.

For most career pilots, aviation is more than a vocation—it is a passion. It certainly is for Captain Beth Powell, also known by her Instagram handle LadyAV8rBeth. Powell has been flying within the American Airlines family for 22 years and became the airline’s first Black woman pilot manager at the airline. She spent 14 years at American Eagle, the regional airline, with four years as a captain on the ATR and Embraer, before coming to American Airlines. She now flies left seat on the Boeing 737. She estimates she has more than 7,000 hours logged.

According to Powell, it was a passion for numbers that led to her career in aviation. She grew up in Jamaica, and a high school teacher pointed out that she had a talent.

“I loved every subject (in school) pertaining to numbers,” she told FLYING. “It was math, it was physics, it was accounting—if it had numbers I would do it. I remember the teachers being fascinated every time they would put a question on the board, and we had to solve for the answer, and somehow I always found another formula—and still got the correct answer.”

The teacher was impressed and pointed out all the potential careers that made use of math skills.

“The teacher listed them off and I heard ‘pilot’ first,” she says. “and I rushed home to my parents and said mummy, daddy—the teacher says I could become a pilot.”

According to Powell, her parents were intrigued—but as they knew nothing of aviation, they had to do research. Her mother grabbed the Yellow Pages and looked up flight schools—that led Powell to Wings Jamaica, where she took an intro flight at the age of 15 and completed her private pilot certificate. She then moved to the U.S. to finish her initial training at FlightSafety International.

“It was in a Cessna 152, and I felt every movement. It was liking being a bird,” says Powell of her intro flight.

After the flight, the instructor, seeing her joy, informed her, “If you’re a pilot you get paid to do this.”

Her parents were supportive of her interest, but also concerned. The question they both asked: Do women fly? The owner of the flight school replied in the affirmative, and noted that his wife was a pilot.

After graduating from high school at 16, Powell enrolled in flight school in Vero Beach, Florida. Her parents took out a loan to finance her education.

“I broke their pockets,” she recalls. “I soloed at the age of 16, earned my private certificate at 17, and earned my instrument [rating] and commercial certificates, then the money ran out.”

Powell knew she would need to build her hours to become a professional pilot, so she worked multiple jobs to pay for her instructor certificates.

“I tutored people in math, I worked at a car insurance company, and promoted Jamaican parties I was too young to partake in,” she says. The hard work paid off, and she earned her instructor certificates. “I was a flight instructor for two and a half years, then I got on with American Eagle at age 21.”

Powell says she was aware that there were very few minorities at the airlines, especially when she began her career more than 20 years ago. She soon realized that seeing someone like her—a Black woman—might just inspire other Black women to apply at the airlines, saying, “When we see it out there we realize there is a pathway for us.”

“When people talk about representation, I hear ‘belonging.’ When you see someone that looks like you (at that job), you see yourself and know that you can do it too. Diversity at the table is more than color or gender, it is also thoughts and ideas and decision-making,” she says.

When asked what she likes best about her job, Powell is quick to answer “The takeoffs and landings because of the intricate details we have to review before and the details we have to know when going to different airports.” She notes the crews often challenge each other to see who can do the best landings.

• READ MORE: Tenacity Helped This C-130 Pilot Earn Her Wings

When asked what she dislikes about the job, she came up empty, saying she enjoys every aspect of it, especially the airline lifestyle that gives crews the opportunity to immerse themselves in local culture wherever they go.

There is a misconception about how much pilots work, she says. “People think we are gone (from home) all the time. That is not so. The junior pilots have 12 days off a month, the senior pilots 18 days off. Compare that to someone working a 9-5 job. They have just eight days off a month.”

Social Media Maven

Powell shares the joy she finds in aviation through her Instagram handle LadyAv8rBeth. She shares her experiences and offers suggestions to wanna-be aviators to help them launch their careers. Don’t be afraid to network, she says, as networking builds connections and leads to finding mentors or becoming a mentor and finding lifelong friends.

Powell often does this through Sisters of the Skies, an organization of Black female pilots. Working with the group has helped her step out of her comfort zone and talk to more people at different aviation events.

On August 8, 2023, Powell was part of the flight to mark the 100th anniversary of the career of aviatrix Bessie Coleman, who is recognized as both the first African-American woman and first Native American to hold a pilot certificate. The flight went from Dallas to Phoenix.

“It was super emotional,” Powell says, noting the flight could not have taken place without the support of American Airlines. “From ground to cockpit it was all Black females on the flight.”

• READ MORE: Women in Aviation Conference Returns to Long Beach for 2023

When FLYING caught up with Powell she was preparing to travel to Long Beach, California, for the Women in Aviation Conference where she plans to share her expertise as part of the airlines panel.

Powell has a 17-year-old daughter, and notes that’s made her keen on providing guidance to the next generation of aviation enthusiasts. Her advice to the future: figure out who you are, and what your passions are, set goals and “Dream big! As big as you can!”

The post Seeing Yourself In the Left Seat appeared first on FLYING Magazine.

In its 34th year, the Women in Aviation International Conference continues to expand its outreach across the aerospace industry.

The three-day event this week in Long Beach, California, hosts professional development, networking, and education sessions for aviation career paths, while a handful of special tours take place on Wednesday, February 22, before the main event begins and runs from February 23 to 25.

Last year’s conference, in Nashville, hosted more than 4,500 attendees from around the world and more than 170 exhibitors.

Industry Briefings

The primary value of the conference to many attendees has traditionally been its role in helping match candidates with jobs at leading companies in the aerospace industry. While developed to assist women with attaining their career goals, these opportunities have been open to those of all genders who are members of Women in Aviation International.

The 2023 conference industry briefings start on Thursday, February 23, featuring Alaska Airlines/Horizon Air, UPS, Airbus, JetBlue, Delta Air Lines, American Airlines, PSA Airlines, SkyWest Airlines, Frontier Airlines, The Boeing Company, Southwest Airlines, and United Airlines, with additional sessions from governmental organizations such as the FAA, and Customs/Border Patrol. Opportunities continue on Friday and Saturday, coupled with hiring events.

General Sessions

On Friday, the first general session features keynote speakers Dr. Michelle Parker, vice president and deputy general manager for the space and launch division of Boeing Defense, Space & Security; Col. Merryl Tengesdal (USAF Ret.), the first and only Black woman to pilot the Lockheed U-2S Dragon Lady; and Dr. Susan Ying, senior vice president of global operations for Ampaire. For Saturday’s general session, keynote speakers include Maya Ghazal, UNHCR Goodwill Ambassador and Syrian pilot; Sherrexcia “Rexy” Rolle, vice president of operations and general counsel for Western Air; Huy Kim Tran, director of aeronautics at the NASA Ames Research Center; and Paige Stanton Wilson, chief operating officer for Acubed.

Education Sessions

A variety of topic streams are featured at this year’s conference, including lean manufacturing, airspace in the modern age, and mental health in both pilot and maintenance careers. Longer sessions take place on Thursday, with additional one-hour presentations on Friday and Saturday beginning after the general sessions each day. These cover tracks such as personal development, career, maintenance/tech ops, military, history, and innovation.

The closing banquet on Saturday night announces the last of the scholarship winners for the year—with a value of $889,140 for the taking—and hosts the induction of the 2023 members to the Pioneer Hall of Fame. This year’s inductees include Martha and John King, Nancy Bird, and Col. Merryl Tengesdal.

Girls in Aviation Day on Saturday

Just like last year, WAI will bring in girls from ages 8 to 18 from around the region on Saturday, February 25, to take part in Girls in Aviation Day, part of the organization’s events throughout the year that culminate in GIAD 2023 on September 23.

For the Saturday portion of the conference, activities run from 8 a.m. to 3 p.m. Throughout the day, hands-on activities lead participants through a broad range of aerospace touchpoints and concepts. A luncheon features Stephanie Chung, global ambassador for Wheels Up, and a career panel will introduce the girls to a variety of career paths. Preregistration is required.

The post Women in Aviation Conference Returns to Long Beach for 2023 appeared first on FLYING Magazine.

What can you look forward to as a successful professional pilot, if you play your cards right? Airline captain Sam Weigel introduces us to his “dream home” in progress on a grass strip in the Pacific Northwest.

• READ MORE: Building the Dream While Rolling With Twists and Turns

The post Building the Dream, Continued appeared first on FLYING Magazine.

In early 2004, I was a newly-married freight dog flying single-pilot Part 135 for Ameriflight. A longtime colleague had just perished in a crash while covering my sometimes-hazardous route up California’s Owens Valley. I decided to redouble my efforts to get hired at a Part 121 airline. 

This being a few years after 9/11, the majors were all in pretty tough shape, and even the growing regionals could still be very selective about who they hired. My airline of choice was Horizon Air, then the best-paying regional ($28/hour during the first year!), but they were notoriously choosy, and so far, my efforts to land an interview had gone unrewarded. 

I called up my friend Brad Phillips, then a second-year Horizon first officer, and asked what extra steps I should take. He suggested flying up to Portland, where he’d give me a personal tour of the Horizon flight operations center. I did so forthwith, and while roaming the halls, we came across one of Horizon’s longtime chief pilots, the late Spike McKinsey. Upon learning I was both a UND alum and an Ameriflight pilot, Spike jotted down my name and promised he’d pull my application and take a look. One week later, I got the call to interview. My friendship with Brad set me on the path that led to where I am today.

While at Horizon, I met a guy named Mitch Nastri, who struck me as exceptionally friendly. We hung out a few times, but Mitch would also call me once a month, often at the same time of the month, almost like clockwork. It was uncanny. When I left Horizon for Compass in 2007, Mitch knew about it and followed up, asking how it was going. He came over to Compass himself a few years later. He continued to call me regularly just to chat, and over time I discovered that Mitch and I had quite a few friends in common, including in some places you wouldn’t expect. In fact, he was quasi-famous in my circle for his regular correspondence. I asked him about this once, whether he had a spreadsheet with a calling schedule, and he denied it. He said that whenever he had some downtime, he’d go down his contact list, see who he hadn’t talked to in a while, and call them. Mitch is, to this day, the most effective networker I’ve met in aviation. It surprised nobody who knew him when Mitch was hired by United Airlines in 2013—very early in the present hiring cycle—with zero turbine PIC time. He had seven internal letters of recommendation.

These two anecdotes amply demonstrate the role that networking plays in airline hiring—and it is even more important in other sectors of aviation, particularly business aviation. These days, because of the pilot shortage, it would be easy to downplay networking’s importance, assuming that one simply needs to accumulate the required certificates and experience, apply, and wait for the inevitable phone call. This would be a mistake for several reasons. 

First, the pilot shortage will not last, and there is no guarantee you will be at your dream job before the music stops. There’s a high likelihood you’ll have to hustle sometime in your career. Secondly, even amid a historic shortage, setting yourself apart from other candidates and scoring the call to interview can be surprisingly difficult— ask anyone applying to the regionals at the moment. Third, having contacts throughout the industry will ensure you are better informed, make better career decisions, and have a wider range of career options. 

Supposedly hard-and-fast requirements are often not so critical when you have trusted employees vouching for you. Conventional wisdom in 2013 was that you absolutely, positively needed 1,000 hours of turbine PIC to get hired at United. It turned out that wasn’t true for a strongly recommended candidate.

Networking is one of the few things you can do for your aviation career that is free (or very nearly so) and you can also start from day one—or before you ever begin flight training. In fact, the sooner you start, the better. The people you meet early in your career will end up in every corner of the industry, while later, your circle will become more circumscribed. I would argue you have better networking opportunities as an FBO line boy than a flight instructor and better opportunities as a flight instructor than a regional pilot.

The actual networking process largely consists of being friendly, actively interacting with every pilot you meet, asking lots of questions, asking for contact info, and then following up regularly. You don’t need to impress anyone with your skills or knowledge; just asking questions and demonstrating an ability to follow through is enough. I give out my card readily to anyone who mentions they’re training to be a pro pilot or are planning to do so, and the percentage that reach out is minuscule. Only a few have called, texted, or emailed twice, and I remember their names. Twenty years ago, I kept track of contacts on 3×5 cards; today, there are numerous apps for doing so. Make notes every subsequent time you connect with a contact. I think making a contact schedule is probably overambitious, but Mitch’s strategy seems a good one: every time you have some downtime in a quiet place, go down your list of contacts and see who you haven’t talked to lately.

One final piece of the puzzle is that prospective employers often value recommendations from employees who have actually flown with the applicant. A letter of recommendation that carries firsthand observations of the applicant’s flying skills is powerful. Check airmen who have observed you professionally— conducting check rides or line checks—are particularly helpful. After a successful check ride, get the check airman or examiner’s contact info and stay in touch. Other times you might be able to finagle a ride with a contact or invite them along on one of your flights. If you fly for a regional airline, offline jump seaters can be useful contacts, particularly if you connected well over the course of the flight or if something unusual happened. Again, the important thing is to follow up promptly and stay in contact over subsequent months and years. 

The post Networking Strategies That Will Get You Noticed by the Airlines appeared first on FLYING Magazine.

Do what you love, and you’ll never work a day in your life. While most of us spend our lives chasing that sentiment, Jenna Achtzehn lives it. At just 23 years old, Achtzehn has one of the coolest gigs around—she’s the delivery pilot for Cirrus Aircraft. Oh, and she’s also the youngest female Vision Jet type-rated pilot.

To achieve such monumental success at a young age, you’d think Achtzehn might know a few contacts in the industry, but that isn’t the case. In fact, Achtzehn doesn’t even come from an aviation family—she’s a first-generation pilot. Her fascination with aviation began from watching airline flights above her home in Latrobe, Pennsylvania—a small town 33 miles southeast of Pittsburgh. Eventually, curiosity got the best of her, and she was hooked on flying since her first discovery flight—a 14th birthday gift from her mom.

In a few short years, Achtzehn dove into training and obtained her private pilot certificate following high school graduation. While most of her peers stuck to the traditional route of building time to pursue an airline career, Achtzehn opted for the road less taken—a decision that eventually led her to a career at Cirrus.

• READ MORE: We Fly: Cirrus Vision Jet G2+

Tagging along for a friend’s transition training at Cirrus’ Knoxville campus, Achtzehn got a first-hand look at the company’s Vision Center and hub for customer experience—it was love at first sight. “Seeing the state-of-the-art campus for the first time, touring the facility, and meeting such a welcoming staff, I knew I wanted to work at Cirrus,” Achtzehn said.

Set on getting her foot in the door, she took a job working at the campus’ retail store but quickly moved up as an SR20/22 delivery pilot and now is the manufacturer’s Vision Jet delivery pilot. 

“If you are given an opportunity, or see one in front of you, take it and run with it,” she said. 

Of course, it hasn’t always been blue skies on her journey. Achtzehn wasn’t immune to the challenges that come with flight training and obtaining ratings, including: juggling college classes in high school, planning around weather and maintenance, and coordinating instructor schedules, all while balancing a social life.

• READ MORE: Verijet Adds 3 Cirrus SF50 G2+ Vision Jets to Fleet

These days, Achtzehn spends most of her time ensuring a seamless transition for customers taking delivery of their new aircraft. While she admits every day is different, a typical delivery day at Cirrus includes preflighting the aircraft, greeting customers, driving them to the hangar, and reviewing logbooks before heading out on an acceptance flight.

Many customers are first-time aircraft owners, and Achtzehn enjoys sharing in their excitement when they see their new plane. Getting a more personal touch with the customer is one of the reasons the private side of aviation appeals to her so much.

Achtzehn is just one example of where aviation can take you and the doors it can open for aspiring aviators. Like any 23-year-old, she’s unsure where her career will take her, but for now, she’s living her dream.

Favorite aircraft?

“I’m a little bit biased, but so far, it’s the Vision Jet. Having the ability to be up, [flying as a] single pilot… I just think it’s going to be a really fun airplane to get flight time in and build my experience.”

Favorite Cirrus paint scheme?

“My favorite color is Mykonos—it’s a rich blue. Just don’t ask me to spell it!”  

Bucketlist Airport Destination?

“Aspen, Colorado. Mountain training in the jet begins in March, so I’m hoping I can check it off the list.”  

The post Delivering the Vision Jet appeared first on FLYING Magazine.

On Monday, Auburn University in Auburn, Alabama, announced a new partnership between its school of aviation and Southwest Airlines’ Destination 225° program. It is the seventh university to join Southwest’s program, which includes pilot mentorship during a candidate’s undergraduate program and early career, if they are selected for a Southwest career path after graduation. 

“We’re thrilled to welcome Auburn University as a partner in Southwest’s Destination 225˚  Program,” said Lee Kinnebrew, vice president, Flight Operations at Southwest Airlines. “We continue our work of introducing career pathways for the next generation of professional pilots and look forward to supporting students as they train, gain flight experience and develop into competitively-qualified Southwest First Officer Candidates in the years ahead.”

The name of Southwest’s program, established in 2019, is a reference to the southwest heading on a compass. Other member aviation schools include the University of Oklahoma, University of Nebraska Omaha, Texas Southern University, and Arizona State University. Southwest also offers mentorship for ex-military candidates and current employees. Auburn University has previously established partnerships with Delta, Endeavor, Envoy, Jet Blue, and United Airlines’ career programs for its students, and boasts a job placement rate for its professional aviation graduates “near 100 percent in recent years,” according to its press release. 

• READ MORE: SkyWest Airlines Partners with Southwest Airlines’ Destination 225° Program

The Destination 225° program includes the opportunity to build hours through flight instruction within a candidate’s college aviation school and the possibility of placement with a Southwest partner carrier after graduation, according to Auburn. 

To be eligible for the program, aviation majors must be able to obtain a First Class Medical Certificate, hold a private pilot certificate, have completed at least their freshman year of college, and must be authorized to work in the U.S., among other requirements. The Destination 225° selection process includes a written aptitude test and a virtual or in-person interview. Selectees can begin earning income as flight instructors while still in their university program, and must be willing to relocate to complete the program. 

“This partnership is a win-win for everyone and the latest in a long line of amazing news for the Auburn School of Aviation program,” said Jim Witte, director of Auburn’s School of Aviation. “Southwest Airlines has a proven tradition of excellence in the industry, and we are excited about joining its Destination 225° pathway program to feed the pipeline of the future.”

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