“This approval marks a critical milestone in Sterling’s strategic expansion and reinforces its commitment to delivering exceptional aviation education across multiple locations,” flight school officials said in a statement.

Benefits of Part 141 Programs

Having an FAA Part 141 certification enables the Tallahassee campus to offer a more structured curriculum, “designed to provide an accelerated path to a professional pilot career, meeting the highest standards of safety and efficiency,” according to the company.

“The FAA’s approval of our Tallahassee location for Part 141 training is a testament to our unwavering commitment to excellence in aviation education,” said Wayne Heller, CEO of Sterling Flight Training. “This expansion not only strengthens our ability to train the next generation of pilots but also enhances our capacity to serve the aviation needs of the Tallahassee community and beyond.”

School officials said the 141 program at the new location is designed to complement Sterling Flight Training’s Jacksonville, Florida, operation, which has been providing both recreational and career-oriented flight training for years. Certificate options include remote pilot (drones) through college degree programs and airline careers.

The post Sterling Flight Training Receives Part 141 Certification appeared first on FLYING Magazine.

The U.S. Air Force confirmed last week it will not meet its goal of adding 1,500 new pilots this year. 

The Air Force Times reports the service will come up about 120 pilots short of its annual target. Maintenance issues, staffing shortages and “other unexpected setbacks” are blamed for the shortfall.

• READ MORE: Why Are There So Few African American Air Force Pilots?

USAF spokesman Benjamin Faske said, “The Air Force set a new target of around 1,500 new aviators a year in fiscal 2020 but has so far failed to meet its own bar. It will aim for that same goal in fiscal 2024.” 

• READ MORE: U.S. Navy, Air Force Banking On Top Gun: Maverick Recruitment Boost

Major General Clark Quinn, the two-star general in charge of pilot training, told reporters, “We’re going to try to make sure we are still flying because that’s what we do as an Air Force.”

Specific maintenance issues include slower-than-expected repairs on the engines powering T-38 trainer jets, limiting their dispatch reliability for more than a year, according to the Air Force Times. The T-38 serves as the Air Force’s only intermediate training aircraft for future fighter and bomber pilots.

• READ MORE: Air Force Strategies Chipping Away at Pilot Shortfall

Quinn said of the T-38 engine issues, “It has not gotten worse, but it has also not gotten better. The government is looking at perhaps doing some in-house parts production to try and help facilitate getting them back healthy.”

• READ MORE: Air Force Boosts Pilot Retention Bonuses

The post Air Force Pilot-Training Numbers Come Up Short of Aspirations appeared first on FLYING Magazine.

Jumpseat privileges are typically available mere days after receiving your employee badge, yet some employers do a minimal job of instructing new hire pilots in their use. Jumpseating is an area where it’s very possible to step on toes and even get yourself in trouble if you run afoul of the rules and etiquette, so it’s worth becoming familiar with the process early on.

A jumpseat is an extra seat in the cockpit (or sometimes two, particularly on A320s and widebody aircraft) that is intended for use by check airmen conducting line checks, FAA observers, or relief pilots in an augmented crew. When jumpseats are empty, which is often, airlines in the U.S. and Canada make them available for use by off-duty pilots—both their own employees and those who fly for other airlines, for both commuting and for personal travel. This is important because normal non-revenue travel requires that a passenger seat be empty. In the post-COVID travel boom, it’s not at all unusual for flights to be 100 percent full, and then the jumpseat is the best seat on the plane—nevermind that it’s often cramped and poorly padded. Without the use of the jumpseat, commuting would be far more difficult.

• READ MORE: 6 Things to Know Before Launching Professional Flight Training

I should note that the seats in the cabin normally used by the flight attendants are also known as jumpseats. Many aircraft have more cabin jumpseats than standard flight attendant crew. The extras are usually available for use by commuting flight attendants—or, in their absence, by “on-line” pilots [e.g. those employed by the operating airline].

Jumpseating, as a verb, refers to more than occupying an available jumpseat. It encompasses the use of jumpseat privileges. This can be on your own airline or on another carrier with which your employer has a reciprocal jumpseat agreement. It can refer to use of the cockpit jumpseat, a cabin jumpseat, or “flowing back” to an available passenger seat. In every case, the use of jumpseat privileges is considered a professional courtesy extended by the flight’s captain at his or her discretion. This makes it distinct from non-revving, and is where a lot of the unwritten etiquette (and potential for ruffled feathers) comes into play. Additionally, when jumpseating you are considered an additional crew member, which is another area with potential pitfalls.

The first of these is dress. Here, airline policies vary somewhat. You will never go wrong jumpseating in uniform. Most airlines accept business wear. Many (but not all) accept business-casual and 95 percent of the time, you’ll be okay in slacks, a polo or button-down shirt, and reasonably dressy shoes. Wear sneakers and you’re straddling the line and might get called out. Do not be the schmuck who shows up in jeans and a T-shirt because the flight “unexpectedly filled up.” Also keep in mind that you are subject to the very same rules regarding alcohol as if you were working the flight. At some airlines, it is 12 hours from bottle to throttle—or bottle to jumpseat.

• READ MORE: How to Pace Your Flight Training Like a Pro

Procedures for “listing” for the jumpseat also vary. Some airlines allow you to simply show up at the gate and present your credentials to the gate agent, and they will list you on the spot. Others require you to list yourself online or by phone. You need to do your research beforehand, particularly when jumpseating on any carrier for the first time. The Air Line Pilots Association (ALPA) App, available for both iOS and Android, is an excellent resource for jumpseat policies and procedures. It can be used by any airline pilot, not just ALPA members.

Whether listed or not, identify yourself to the gate agent as a flight deck jumpseater. They will verify your employment credentials (I’m being intentionally vague here; the process is anyways fairly opaque to the pilot). Once checked in, wait nearby until the end of boarding unless the gate agent invites you to board earlier. If the pilots arrive at the gate after you, this is an excellent time to introduce yourself to the crew and ask the captain for a ride, so long as they’re not late and harried.

When there are multiple jumpseaters, each airline has a priority list to determine who gets the seat or seats. Check airmen and FAA observers get first whack at the flight deck jumpseat. After that comes on-line jumpseaters; these might be sorted by seniority, time of listing, or time of check-in. Next often comes pilots who work for associated carriers (regional pilots on their mainline partner or vice-versa). And finally, unassociated off-line jumpseaters, usually in order of check-in time.

Once all revenue and non-revenue standby passengers have been cleared, the gate agent will go down the list of jumpseaters. They will normally first fill any unused passenger seats (“flow-back”), then the flight deck jumpseat(s), and finally any extra cabin jumpseats (for on-line pilots only). In the case of both on-line and off-line jumpseaters, the gate agent may ask the on-line pilot if they’re willing to take a cabin jumpseat to get the others on. It’s good karma to accept—or better yet, volunteer. The entire system of jumpseating is essentially built on “we’re all in this together.”

No matter which seat you are assigned, so long as you are traveling on jumpseat authority (and haven’t switched over to a non-rev listing), you are still a jumpseater. This means that as you reach the aircraft door, introduce yourself to the lead flight attendant and ask to speak to the pilots. Entering the cockpit, wait for the crew to finish any checklists or briefings, then introduce yourself and ask the captain if you can catch a ride. Have your company ID, boarding pass/jumpseat form, and FAA certificate and medical all ready at hand. If you have been assigned the flight deck jumpseat and haven’t jumpseated on that model of aircraft before, tell the captain this so they can brief you on how to deploy and stow the jumpseat, use of the audio panel and oxygen mask, and emergency egress procedures.

• READ MORE: Soft and Short Field Operations: Relevant to Professional Pilots?

While jumpseating, you are considered part of the crew. In the flight deck, observe sterile cockpit below 10,000 feet and keep your phone off and stowed the entire time. Though not required, it’s good form to don a headset and monitor ATC as you observe the crew and scan for traffic. I’ve saved several crews from potential pilot deviations while jumpseating, and I’ve had several sharp jumpseaters save me from embarrassing mistakes. Falling asleep on the jumpseat is a bit of a faux pas, though it’s understandable when it happens to tired pilots who have just finished a trip.

If on a flight attendant jumpseat, you are an oddity to the passengers and are a prime candidate for a live stream. Don’t nap or read in passenger view, and keep the phone stowed. If you were lucky and snagged that last empty first class seat while wearing civvies, keep in mind that booze is off-limits even to jumpseaters in passenger seats.

Lastly, I will note that use of the flight deck jumpseat internationally is usually restricted to on-line pilots (except at some cargo carriers)—but off-line pilots can still jumpseat overseas if there are passenger seats open. You will have to check in at the ticket counter, outside of security, and you may need to get a supervisor involved as many overseas ticket agents are unfamiliar with jumpseat procedures.

Once you are hired at a carrier that has jumpseat agreements, your union’s jumpseat committee is an excellent source of information and can answer any questions you have. If the subject interests you, volunteering for the jumpseat committee is a low-pressure entry into union work. 

The post A Seat To Jump For appeared first on FLYING Magazine.

On August 21 the pilots, represented by the Allied Pilots Association (APA), accepted a new four-year agreement that includes a pay raise of 40 percent over the next four years. According to the airline, the contract “will deliver more than $9 billion of compensation and quality-of-life benefits to American’s 15,000 pilots.”

• READ MORE: United’s New Deal with Pilots to Offer Pay Increases Up to 40 Percent

“[It] is a really great day for our pilots and airline,” said American Airlines CEO Robert Isom. “This agreement will help American immediately expand our pilot training capacity to support underutilized aircraft and future flying and provide our pilots with more opportunities to progress in their careers. We’re grateful for the company and APA negotiating teams who worked diligently and collaboratively to reach an agreement we’re proud of and one our pilots deserve.”

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

APA officials noted the contract had been four years in the making. As the post-COVID travel boom exacerbated the pilot shortage, pilots sought additional compensation. In addition, they noted their previous pay was not in line with industry standards, given the majority of major airlines’ profitability.

The post American Airlines Pilots Ratify New Contract appeared first on FLYING Magazine.

My previous instructor, however, said I needed a total of 10 hours, and I could mix the experience and even take the check ride in a Cessna 150 to save money. Which CFI is correct?

Answer: Your previous instructor is correct.

For this one, we refer to FAR 61.129—Aeronautical experience for the commercial certificate, airplane single-engine rating, with the relevant clause in bold text.

• READ MORE: Can I Fly VFR in Smoke?

61.129 (3) states:

 (3) 20 hours of training on the areas of operation listed in § 61.127(b)(1) of this part that includes at least—

(i) Ten hours of instrument training using a view-limiting device including attitude instrument flying, partial panel skills, recovery from unusual flight attitudes, and intercepting and tracking navigational systems. Five hours of the 10 hours required on instrument training must be in a single engine airplane;

(ii) 10 hours of training in a complex airplane, a turbine-powered airplane, or a technically advanced airplane (TAA) that meets the requirements of paragraph (j) of this section, or any combination thereof. The airplane must be appropriate to land or sea for the rating sought.

It is also correct that you can take your commercial check ride in a Cessna 150—just make sure that both you and your designated pilot examiner fit in it and comply with weight and balance limitations.

• READ MORE: Am I Required to Call Flight Service to Get a Briefing Before I Depart?

Do you have a question about aviation that’s been bugging you? Ask us anything you’ve ever wanted to know about aviation. Our experts in general aviation, flight training, aircraft, avionics, and more may attempt to answer your question in a future article.

The post How Many Hours in What Aircraft Are Needed Before Commercial Check Ride? appeared first on FLYING Magazine.

This week, Weigel details six of those.

For one, use of the trim is a skill to be honed early and used often. “Early in your training, get in the habit of constantly trimming and you’ll find the flying much easier,” Weigel says.

For another example, go-arounds shouldn’t be considered failures, either, according to Weigel. He says all his scary landings stemming from botched approaches during training could have all been prevented with a timely decision to just go around.

“Let me tell you something that will make things easier,” he says. “An approach is a maneuver that ends in either a landing or a go-around, and either is a perfectly normal outcome.” 

• READ MORE: Grass Strip Landings with a Pro

The post 6 Things to Know Before Launching Professional Flight Training appeared first on FLYING Magazine.

The initiative is being carried out through a partnership with Gama Academy, a school that focuses on training professionals for the technology sector.

“Embraer Social Tech combines education and innovation to contribute to the development of a more inclusive society,” said Andreza Alberto, Embraer’s vice president of people, ESG, and corporate communications. “We are very proud of this affirmative action focused on quality education for women who want to enter the technology market.”

According to Embraer, participants will have the opportunity to learn how to work with data analysis and the Python programming language, which has applications in data science, artificial intelligence, and automation. The course lasts four months and uses a boot camp methodology through remote immersive training to develop skills required for careers in the technology sector.

Participants who complete the training will have the opportunity to join Embraer and its partner companies’ talent databases in future selection processes.

Applications will be accepted until September 3 and may be submitted here.

The post Embraer Offering 50 Tech Scholarships for Women appeared first on FLYING Magazine.

Representing roughly 3,000 pilots who fly for NetJets Aviation Inc., the pilot union alleged that the company is “failing to provide adequate and standardized training across all segments of the pilot group from its newly hired pilots who are completing initial aircraft training to crewmembers who have been on [the] property for decades and are completing new aircraft transition training.”

FLYING reached out to NetJets for comment. The law firm representing the company clarified that the grievance is not an official lawsuit. “The only proceeding NJASAP has initiated against NetJets on this subject is a grievance under a collective bargaining agreement,” the letter stated.

According to NJASAP president Capt. Pedro Leroux, one of the paramount concerns is the lack of experience from instructors who are new and have little to no knowledge of NetJets’ standard operating procedures and aircraft. Additionally, the instructor-to-pilot ratio is too high for a conducive learning environment. Leroux also stated that many pilots were seeking outside resources to compensate for the shortcomings in their instruction.

“When pilots are so concerned about the level of instruction that they have no choice but to supplement their training resources outside the classroom, you have a very big problem on your hands,” Leroux said.

The NJASAP also noted that NetJets pilot training is insufficient when compared to their Part 121 peers. NetJets pilots are expected to perform international, extended overwater, and mountainous airport operations and fly to 20 times as many locations as their airline counterparts—but without the same level of training.  

In many instances, proficiency in challenging environments only needs to be demonstrated in a flight simulator. The NJASAP mentioned that a Delta Airlines pilot must complete special qualification training flights for certain airports such as Jackson Hole (KJAC), Aspen/Pitkin County (KASE), and Telluride Regional (KTEX) while NetJets pilots need only the simulator experience or a single in-theater flight to conduct such operations.

“When flying the line, unexpected situations insert themselves into our duty day, and when they do, pilots rely on their training and experience when every second and decision count,” Leroux said.

Leroux went on to say, “NetJets owners and customers pay a premium not only for the flexibility to travel to the locations of their choosing, but also, and just as importantly, to do so with the peace of mind that a highly qualified flight crew is seated in the front of their aircraft. The training we, as pilots, receive should better position us to deliver that product to our clientele.”

The union said the deficiencies in the training program are a violation of the parties’ collective bargaining agreement, and noted that the grievance must be heard within 10 business days unless the parties agree to an extension.

The post NetJets Pilot Union Files Grievance, Cites Training Standards appeared first on FLYING Magazine.

According to the flight school, the Spirit Wings Pilot Pathway program will enable Thrust Flight pilots who have achieved the requirements for an airline transport pilot (ATP) certificate to join Spirit as first officers on the Airbus A320.

Pilots in training have the opportunity to apply for the pathway program as soon as they have reached 500 hours of total flight time.

“If successful in Spirit’s interview process, they will receive a conditional offer of employment,” said the school, which is located in the north Dallas suburb of Addison.

The creation of the Spirit Wings Pilot Pathway underscores the trust that major airlines place in the training provided by Thrust Flight, Patrick Arnzen, the flight school’s CEO, said in a statement.

“This partnership will create a pathway to abundant career opportunities, enabling our pilots to embark on a journey with a fast-growing commercial airline,” Arnzen said. “Together, we will empower a new generation of aviators to achieve their dreams.”

For Spirit Airlines, the pathway program creates a pool of applicants from which to draw.

“Thrust Flight is a top-tier flight school, and our new partnership is a great addition to the Spirit Wings Pilot Pathway program that expands Spirit’s pipeline of professional pilots,” said Ryan Rodosta, senior director of flight operations and system chief pilot for Spirit Airlines. “Our continued growth makes this the perfect time to land a career on the flight deck with Spirit, which comes with opportunities to fly new planes, experience new destinations, and enjoy a great quality of life.”

Spirit Airlines flies to more than 90 destinations in the United States, Latin America, and the Caribbean. The airline has a crew base at Dallas/Fort Worth International Airport (KDFW).

In addition to Spirit Airlines, the school already has pilot pathway programs in place with Envoy, SkyWest, Avelo, Republic, and Air Wisconsin airlines.

About Thrust Flight

Thrust Flight has been training pilots in multiple locations in North Texas for the past 15 years. The school has a fleet of 30 modern aircraft, ranging from Cessna 172s to Piper SportCruisers and Piper Seminoles.

The post Spirit Airlines, Flight School Partnership Targets Pilot Shortage appeared first on FLYING Magazine.

According to aviation training company CAE (NYSE: CAE), which released its Aviation Talent Forecast this week at the Paris Air Show, commercial aviation will need to recruit nearly 600,000 cabin crew professionals, 328,000 maintenance technicians, and 252,000 pilots within the next 10 years in order to support predicted growth. In business aviation, at least 74,000 maintenance technicians and 32,000 pilots will be needed.

“There is a need for at least 1.3 million people by 2032 to fill the needs in aviation,” said Nick Leontidis, CAE’s group president of civil aviation. “CAE’s Aviation Talent Forecast is a call to action for the industry to promote careers in aviation to the next generation, reach out to underrepresented communities, and develop innovative support programs to expand the pool of talent needed for the continued growth and safety of our industry.”

Leontidis added that commercial and business aviation are near full recovery and, in some cases, exceeding pre-pandemic levels.

“CAE’s Aviation Talent Forecast shows that the demand will continue to grow,” he said, “and the industry will have to come together and find creative ways to ensure a steady pipeline of highly trained personnel for the next 10 years and beyond.”

About the Aviation Talent Forecast

The Aviation Talent Forecast is a tool for stakeholders to help determine the demand for aviation professionals worldwide. Not only does the forecast look at the demand for pilots, it also, for the first time, explores the need for aircraft maintenance technicians and cabin crew.

According to CAE, it not only focuses on how many people will be needed in each region over the next decade but also on the reasons for the high demand and what the industry can do to attract and retain these professionals.

The post Forecast: Aviation Faces New Workforce Need of 1.3M appeared first on FLYING Magazine.