When a Type Rating instructor has recently handled a crosswind landing in a congested airspace or navigated a system failure at cruising altitude, their instruction carries a different weight. Firsthand operational experience brings nuance and realism to the classroom—something manuals and simulated scenarios can’t necessarily be fully replicated. This is one reason airline pilots who also instruct are valued in training environments.
As the aviation industry faces an ongoing demand for new pilots—Boeing’s outlook projected more than 600,000 new commercial pilots will be needed globally by 2042—the quality and relevance of training are under scrutiny. Instructors who actively fly bring current procedures, real-world problem-solving, and operational awareness into their sessions. At the same time, teaching reinforces their own technical precision, decision-making, and leadership. The result is a mutually beneficial dynamic—one that strengthens both the next generation of pilots and those already flying the line.
According to Marcos Giner, Deputy Chief Flight Instructor for Type Rating Training at BAA Training, the key value of having active airline pilots as instructors is their ability to translate operational realities into the training environment, often in real time.
“From my experience at BAA Training, I constantly see the true value of having active airline pilots as instructors. You can teach a checklist—or you can explain what it feels like to run that checklist under pressure at 35,000 feet in turbulence. That’s the difference,” he says.
Pilots currently flying the line are not only up to date with SOPs and aircraft systems, they’re also familiar with the subtle shifts that happen in daily operations. This includes recent ATC patterns, airline-specific nuances, or issues that arise in flight data monitoring reports. These details can elevate a session from a foundational to an impactful one.
“Students tend to engage more when they see the relevance,” he adds. “It’s not theory for them anymore. It’s the world they’re about to step into.”
Interestingly, the benefit flows both ways. For instructors, teaching is a form of professional reinforcement.
“The moment you start teaching, you realize how many things you just do without thinking. Explaining those steps forces you to reflect—and sharpen,” Giner touches on the point. “When pilots switch between operational flying and instructional duties, they become more disciplined in how they brief, communicate, and make decisions. There’s less room for complacency. You become more deliberate. Whether it’s managing an abnormal situation or briefing a junior First Officer, the clarity you develop from instructing shows up in your cockpit behavior.”
This cycle—fly, teach, reflect, refine—isn’t just beneficial for instructors personally. It, too, reinforces standardization and safer behaviors within airline operations. Beyond technical knowledge, teaching has a ripple effect on soft skills.
“Instructors often find themselves coaching more than just flying technique,” Giner notes. “You’re shaping communication habits, decision-making styles, and how someone responds to stress.”
These are core components of Crew Resource Management (CRM), and instructors who are also active pilots carry those lessons with them back into the flight deck. They tend to become more patient, more structured in their communication, and more proactive in creating a positive cockpit environment.
“There’s a level of emotional intelligence that comes from teaching that doesn’t always develop through line flying alone,” he says.
This, in turn, fosters a stronger training and safety culture across the airline—not just in the sim, but on the line itself.
The dual-role dynamic brings immediate relevance to training and reinforces operational excellence on the line. It’s a proven, effective approach that keeps both instruction and airline operations grounded in real-world application. Its continued support and refinement are key to developing adaptable, safety-minded pilots for the demands of today’s flight deck.
Prefer to listen? Press play to hear this article.
These vital components form the foundation of aircraft design, allowing the plane to generate lift, stay balanced in the sky, and return to the ground safely during takeoff and landing. No matter how complex the aircraft may seem, its primary function is built around the same core aerodynamic forces and structural elements.
In this quick guide, we’ll break down the main components of an aircraft—from the fuselage to the landing gear—and highlight how these parts appear across both small training aircraft and large airliners. You’ll discover how flight controls, airplane wings, aircraft engines, and other critical systems vary between models, yet remain based on the same aviation principles. Shall we take off?
Fuselage, the Backbone of Flight
If an airplane were a story, the fuselage would be the main plotline—connecting everything from the cockpit drama to the tail-end resolution. This is the airplane’s main body, the central structure that ties all other parts together. It houses the flight crew, passengers, cargo, and often some of the aircraft’s most critical systems. It’s also where the forces of lift, drag, and thrust come together to decide whether you’re staying aloft or heading back to Earth.
In the Cessna 172S, for example, the fuselage is compact and functional, built with aluminum materials for strength without unnecessary weight. It seats four and offers excellent visibility, ideal for student pilots learning the ropes. The A320, on the other hand, plays in a different league. Its composite and aluminum fuselage is pressurized and stretched for efficiency, with a rear fuselage that supports cargo holds, cabin systems, and auxiliary power units (APUs).
Despite their size difference, both aircraft rely on their fuselage to maintain structural integrity, protect onboard systems, and provide aerodynamic shape that helps reduce drag. Think of it as the reliable spine of the aircraft—everything else hinges on it.
Quick Facts: Fuselage
Also known as: The aircraft’s main body
Primary function: Houses the cockpit, passenger cabin, cargo, and connects all major parts
Materials used: Typically aluminum, composite materials, or both—chosen for structural integrity and fuel efficiency
Shape matters: Designed to be sleek and aerodynamic to reduce drag and improve performance
Bonus trivia: “Fuselage” comes from the French word fuselé, meaning “streamlined”—and that’s no coincidence
Wings, the Lift-Makers
Wings are the soul of flight. Quite literally the reason airplanes leave the ground in the first place. Their primary function is to generate lift by manipulating air pressure: air moves faster over the curved upper surface, creating lower pressure, while the slower-moving air underneath creates higher pressure. The result? Up you go, like magic—or, more accurately, physics.
On an aircraft like a Cessna, wings sit high, meaning they’re mounted above the fuselage. This provides better downward visibility, more ground clearance, and inherent stability—a dream for student pilots. Its wing structure is clean and straightforward, with fixed wing flaps on the trailing edge to help with slower speeds during takeoff and landing.
Commercial jets like A320, however, flip the script. With swept wings and complex control surfaces, like slats on the leading edge and multi-part flaps on the trailing edge, it’s built to optimize lift and reduce aerodynamic drag at different phases of flight. Tucked into those wings are large fuel tanks, essential for long-haul routes.
Quick Facts: Wings
Primary function: Generate lift via pressure difference
Key parts: Leading edge, trailing edge, flaps, ailerons, fuel tanks, and sometimes landing gear
Materials: Typically made from aluminum or composite materials for strength and lightness
Extra lift: Many modern wings include winglets to reduce induced drag
Bonus trivia: Wings must be strong enough to flex significantly during turbulence without breaking—they’re designed to bend, not snap!
Empennage, Keeps It Together
Stability takes shape at the rear, in the empennage—or tail section. And while it might not be the flashiest part, it’s essential for stable, controlled flight. If the wings are the arms, think of the empennage as the spine and rudder of reason, constantly working to balance and steer the aircraft against shifting wind direction and aerodynamic forces.
It typically includes the horizontal stabilizer and vertical stabilizer, along with their respective primary control surfaces, the elevator and rudder. These surfaces control pitch (up and down) and yaw (side to side), helping the pilot keep the aircraft aligned and flying true.
On a Cessna, the empennage is classic and straightforward. A conventional tail setup with a fixed stabilizer and movable elevator and rudder, all directly controlled through cables and rods from the flight deck. Over on the Airbus, however, it’s built for precision at high speeds. Its tail assembly includes hydraulically actuated surfaces, electronic sensors, and redundant systems—the components behind your smooth arrival gate-side.
Despite the tech differences, the mission is the same: to keep the aircraft steady, responsive, and pointed in the right direction.
Quick Facts: Tail Section
Also called: Tail assembly or stabilizing surfaces
Main components:
Horizontal stabilizer (controls pitch with the elevator)
Vertical stabilizer (controls yaw with the rudder)
Stability role: Helps maintain directional control, reduces drag, and balances the aircraft in flight
Location: Mounted at the rear fuselage, though some aircraft use T-tail or V-tail configurations
Bonus trivia: In flight, small adjustments made by the tail can feel huge—even a minor elevator input can change pitch dramatically, especially at higher speeds
Powerplant, Where the Thrust Happens
The powerplant is what gets the aircraft moving in the first place. It’s the aircraft’s engine and everything that makes it go—also known as the propulsion system. Whether it’s humming on a Cessna or roaring on a runway in an A320, the powerplant is responsible for generating the rotational energy that translates into forward motion.
For the Cessna, this means a reliable piston engine, a Lycoming IO-360-L2A, paired with a fixed-pitch propeller that has two or more blades. This setup may look modest, but it’s perfect for ground operations, low-speed flight, and learning the fundamentals of thrust and engine management.
Contrast that with the Airbus A320, which packs serious power: turbofan jet engines like the CFM56 or the newer Pratt & Whitney geared turbofans. These jet engines burn fuel with compressed air to generate massive amounts of thrust, delivering the performance needed for high-speed cruising and rapid takeoff. Plus, many are equipped with reverse thrust capabilities—because yes, jets can brake with air.
Despite their differences in noise, size, and complexity, both types of engines turn fuel into forward motion while balancing performance, safety, and efficiency.
Quick Facts: Powerplant
Main function: Converts burning fuel into thrust to move the aircraft forward
Types of aircraft engines: Piston engines, turboprop engines, jet engines, gas turbines
Location: Typically mounted on the wings (A320) or nose (Cessna)
Bonus trivia: Jet engines can suck in and compress over a thousand pounds of air per second. That’s a lot of wind management!
Landing Gear, the Unsung Legs of Aviation?
Think of the landing gear as the aircraft’s legs: tough, shock-absorbing, and always first to hit the ground running (literally). Its primary function is to support the aircraft during ground operations like taxiing, takeoff, and landing, absorbing the impact and helping the aircraft steer safely on the runway.
The Cessna is equipped with fixed landing gear—a no-fuss, always-visible setup with two main wheels under the wings and a nose wheel at the front. This tricycle configuration is simple and rugged, designed to handle bumps without the complexity (or maintenance needs) of retractable systems. It’s perfect for student pilots still perfecting their touchdown game.
Meanwhile, bigger aircraft like the A320 use a retractable landing gear system. A sleek, hydraulic setup that tucks away after takeoff to reduce aerodynamic drag and improve fuel efficiency. It includes two or more wheels per gear leg to support the heavier aircraft structure and is controlled from the flight deck, with fail-safes to ensure it deploys even in an emergency.
Quick Facts: Landing Gear
Primary role: Supports the aircraft on the ground; enables takeoff and landing
Landing gear types: Fixed, retractable, conventional (tailwheel), and tricycle
Bonus trivia: Some larger aircraft have more than 20 wheels in total—just ask the Airbus A380. That’s a lot of tires to change.
Bottom Line
From the compact Cessna 172S to the sleek Airbus A320, aircraft may vary wildly in size, speed, and complexity—but they all share the same core anatomy. The fuselage, wings, empennage, powerplant, and landing gear are essential building blocks that make flight possible, safe, and efficient.
Whether you’re dreaming of your first solo flight or just curious about what keeps you aloft at 35,000 feet, understanding these vital components gives you a deeper appreciation of aircraft design, performance, and function. And while modern planes are packed with cutting-edge tech—from electronic flight instruments to composite materials—they’re all built on the same tried-and-true foundation of aerodynamic forces and smart engineering.
Want to go deeper? Check out our articles on cockpit instruments or stall recovery on an Airbus. The more you know, the smoother your next takeoff will feel—at the very least, mentally.
Prefer to listen? Press play to hear this article.
While modern simulators can replicate the flight experience and technical knowledge can be memorized, it is procedural fluency—under pressure and in coordination with others—that ultimately determines a pilot’s readiness for airline operations. Across Europe, training organizations have identified that cadets face significant challenges not in the technical realm, but in adherence to SOPs.
IATA Annual Safety Report 2024 revealed that 28% of flight path deviations and procedural incidents in CAT operations stem from non-adherence to SOPs or failures in crew coordination. Marcos Giner, Deputy Chief Flight Instructor for Type Rating at BAA Training, says that even cadets who “fly the plane correctly” often name procedural workload as their biggest hurdle.
“When you’re in a full flight simulator, it becomes evident that flying is the easiest part; the challenging aspect is mastering all the other critical tasks. When the dynamics of the cockpit intensify, the real challenge lies in the mental capacity to execute procedures reflexively, without losing situational awareness.”
The gap in procedural knowledge can lead to serious consequences. In Line-Oriented Flight Training (LOFT) environments and real-world operations, failures in SOPs can result in confusion during approach, omissions in checklists during non-normal situations, and delayed responses to ATC. Bridging this gap requires more than simply accumulating simulator hours; it necessitates deliberate procedural immersion required from day one of type rating, complemented by strategic reinforcement, explains Giner.
This involves integrating SOP-driven briefings and flows during ground school and FTD sessions, not just in final simulations. Additionally, it’s crucial to incorporate multi-crew flows and closed-loop communications into LOFT and non-normal situation drills.
“What distinguishes confident first officers from the rest? It’s their ability to perform flows and checklists under pressure, every time. That procedural fluency is not acquired solely through checklists. It is strengthened through structured practice, scenario immersion, and real-world experience,” adds Giner.
While SOPs are designed to simplify and standardize tasks in the cockpit, they are not inherently intuitive, especially for cadets obtaining their type rating for the first time. In contrast to the more fluid dynamics of earlier training phases, SOPs require fixed sequencing, precise phraseology, and clear coordination. Giner emphasizes that for many cadets, this shift toward structured, multi-crew operations represents a significant challenge in both mindset and workload management.
“Without continuous exposure to SOP-centered training environments, cadets risk entering final simulator sessions still struggling to internalize timing, terminology, and flow logic. These habits may carry over into their real flights.”
EASA’s 2024 Safety Review also highlighted that errors in automation management and CRM disconnects are recurring deficiencies in new First Officers during initial line training evaluations, underscoring the need for procedural readiness before day one on the line.
That’s why the most effective type rating programs treat SOPs not merely as checklists to learn, but almost as a language to master. The goal is not just memory, but instinctive reaction, creating a mental model so solid that cadets can act reliably even in critical, high-pressure situations.
“Training environments must go beyond showing cadets what SOPs look like. They need to let them live them. This means training in flow discipline, cockpit logic, and decision pacing, not just regulatory compliance,” notes Giner. “As cockpits become increasingly automated, the expectation isn’t doing less but doing the right thing at the right time. SOPs are essential for maintaining that timing precision. The confidence to act decisively under pressure is cultivated through constant exposure to the same procedural logic they will face in the line.”
SOP proficiency remains one of the clearest indicators of whether a cadet is ready for airline operations. It reflects their ability to manage complexity, adapt under pressure, and work in sync with their crew. Developing this skill requires more than exposure—it demands consistency, context, and guidance from instructors who understand both the procedures and the environment they support. For training organizations, the goal isn’t to produce compliant pilots, but capable ones; professionals who view SOPs not as a formality, but as the operational backbone of every flight.
Securing EASA approval is a significant milestone for any Approved Training Organization (ATO), and particularly so for one based in Vietnam. As one of the most respected aviation regulators globally, EASA applies rigorous technical and operational standards to all FSTD evaluations. Meeting these standards demands precision across areas such as flight model performance, motion systems, and visual fidelity. Obtaining this certification not only affirms the technical level of our Vietnam training center but also demonstrates our continued commitment to delivering aviation training at a level recognized and trusted across Europe and beyond.
“This certification marks an important step forward—not just for our local operations, but for the entire BAA Training network,” says Vytautas Jankauskas, Managing Director at BAA Training Vietnam. “It shows that we are not simply maintaining EASA-level quality; we are trusted to uphold it independently. This recognition confirms that our growth in Vietnam is grounded in a commitment to meet and maintain the highest training standards in the industry.”
“The EASA approval for us as an FSTD operator in Vietnam is a strong reflection of how we approach international expansion,” adds Marijus Ravoitis, BAA Training’s CEO. “It’s a strong validation that our international operations meet the same high standards we’ve built our reputation on in Europe. As we continue to grow, quality remains our foundation, and this approval proves we’re scaling with both intention and integrity.” This milestone also signals a broader shift in the region’s aviation training landscape. EASA-approved FSTDs remain relatively rare in Southeast Asia, and this certification positions the Vietnam-based ATO among a select group of providers operating at this level. It enhances trust among global airline partners and broadens opportunities for cadets seeking qualifications recognized across EASA member states.
Prefer to listen? Press play to hear this article.
So, what makes an airplane fly, then? It all comes down to four invisible forces constantly negotiating midair—lift, weight, thrust, and drag. These aren’t just technical terms from a textbook. They’re the choreographers behind every smooth takeoff, steep climb, and graceful landing. Let’s pull back the curtain on the physics that make flight possible—and yes, a little magical too.
What Is Force?
Before we get into how airplanes stay aloft, let’s talk about forces—not the sci-fi kind, but the everyday kind. A force is any push or pull that gets things moving, slows them down, or changes their direction. You feel it when you shove a heavy suitcase into an overhead bin or when your bag resists being dragged through the terminal.
In aviation, forces shape every second of flight. Whether an aircraft lifts off smoothly or struggles against the wind comes down to how these forces interact—and whether they’re cooperating or clashing.
How Do Airplanes Stay in the Sky?
So, now that we’ve met the four forces, how do they all come together to make an airplane fly? Think of it like a very precise game of tug-of-war—except it’s happening in all directions at once.
Lift pulls the airplane up, weight pulls it down, thrust moves it forward, and drag resists that forward motion. For an airplane to take off, the engines (or propellers) need to create enough thrust to overcome drag, and the wings need to generate enough lift to beat gravity at its own game. When these forces are balanced just right, you get stable, controlled flight. Too much drag? The plane slows down. Not enough lift? Gravity wins. But when everything clicks—when thrust overpowers drag and lift overcomes weight—you get the magic moment where metal leaves the Earth and becomes airborne.
The Four Forces of Flight
At the core of aerodynamics are the four forces that act on an aircraft: lift, weight, thrust, and drag. These forces are in constant interaction, and understanding them is key to flying.
Lift
Lift is the upward force generated by an aircraft’s wings. It acts perpendicular to the relative wind and opposes weight. But to really understand lift, we need to first talk about air.
Air may be invisible, but it’s made up of molecules that have mass. That mass means air has weight, and because of that, it applies force. The shape of the wing, known as an airfoil, plays a crucial role in creating this lift.
Enter: Bernoulli’s Principle. This scientific concept states that faster-moving air has lower pressure, and slower-moving air has higher pressure. The curved upper surface of the wing causes air to speed up as it flows over the top, creating lower pressure above the wing than below it. This pressure difference is what lifts the airplane into the sky.
How Bernoulli’s Principle works.
You can try this with a simple experiment: take a strip of paper and blow over the top of it. The paper lifts—that’s Bernoulli in action.
A Bernoulli’s Strip experiment to see the lift in action.
Pilots also control lift by adjusting the angle of attack (AoA) and airspeed. More angle, more lift—up to a point. Beyond that, the airflow breaks down and the wing stalls (we’ll cover that below). Air density also matters; high altitudes and hot or humid conditions thin the air, which affects how much lift is generated.
Weight
Weight is the force of gravity pulling the aircraft toward the Earth. It acts through the center of gravity (CG)—a crucial point that affects balance and stability.
Managing weight is equally about how much you’re carrying and how it’s distributed. For instance, the position of the CG changes as fuel is consumed. On short flights, this shift is minimal. But on long-haul operations, an out-of-balance CG can affect handling, increase fuel consumption, or even lead to unsafe conditions.
Thrust
Thrust is what propels the airplane forward and is produced by the engines. Without it, there’s no movement—no air over the wings—no lift.
There are different types of engines, but most commonly, jet engines and propellers generate thrust in aircraft. Propeller-powered planes like Cessna, Diamond, Piper, and Cirrus are widely used in initial pilot flight training. These propellers act like spinning wings, using airfoil shapes to create thrust by accelerating air backwards.
Jet engines produce thrust by rapidly expelling exhaust gases. They’re efficient at higher speeds and altitudes but come with their own quirks—for instance, a slight delay when pilots adjust throttle settings. To help with this, many jets have different idle thrust settings on the ground versus in the air to reduce reaction times.
Managing thrust is essential across all phases of flight—from rapid acceleration during takeoff to precision control during cruise and landing.
Drag
Drag is the aerodynamic force that resists forward motion. It works opposite to thrust and comes in two main forms:
Parasitic drag: Includes form drag, skin friction, and interference drag.
Induced drag: A byproduct of generating lift.
Pilots and engineers constantly work to reduce drag through aerodynamic design—smooth surfaces, streamlined shapes, and features like winglets. But drag isn’t always the enemy. During landing, it’s a helpful force that slows the aircraft down. Spoilers and air brakes are designed to increase drag when needed, making descent and landing safer and more controlled.
Beyond the Basics
The Boundary Layer and Flow Types
The boundary layer is the thin layer of air close to the aircraft’s surface where friction effects are strongest. Within this layer, airflow can be:
Laminar: Smooth and consistent, generating less drag but more prone to separation.
Turbulent: Chaotic and mixed, causing more drag but staying attached to surfaces longer.
Laminar and turbulent flows visualized.
Pilots may not be aerodynamics engineers, but being aware of these differences helps. Maintaining laminar flow when possible reduces drag, but turbulence can sometimes be beneficial—especially to delay a stall by keeping air attached to the wing longer.
Advanced aircraft have systems to manipulate airflow and monitor boundary layer behavior, but at its core, it’s all about managing the relationship between air, surface, and speed.
Angle of Attack and Stall
The angle of attack (AoA) is the angle between the wing’s chord line and the relative wind. Increasing AoA increases lift—up to a critical point. Beyond that point, the smooth airflow detaches from the wing’s upper surface, and the wing stalls.
Stalls can happen at any airspeed or altitude if the critical AoA is exceeded. This is why modern aircraft often have AoA indicators and audible stall warnings. Pilots must monitor and manage AoA carefully, especially during slower flight, steep turns, or landing approaches.
Bottom Line
Airplanes don’t fly because of luck or mystery—they fly because four invisible forces are constantly working together in careful balance. Lift, weight, thrust, and drag may be pushing and pulling in different directions, but when they hit just the right harmony, flight happens. It’s science, yes—but it still feels a little like magic every time wheels leave the runway.
Prefer to listen? Press play to hear this article.
While pilot rosters are evolving, the reality behind these changes is far more nuanced, especially for newcomers to the flight deck.
A pilot’s schedule isn’t a usual 9-to-5 job, or what we would traditionally think of as one. While it doesn’t adhere to the usual work model, an actively flying Captain Donatas Latvenas, Chief Flight Instructor at BAA Training, one of the leading global aviation training organizations delivering both Ab Initio and Type Rating training, says that a pilot’s schedule is dependent on a number of different factors to make it up.
“While we’re starting to see more tools that give pilots visibility and some degree of choice, the keyword here is starting. How your roster looks still depends on your airline policy, the region-wide regulations in place, whether you’re doing a long- or short-haul flight, in some cases your seniority, and even seasonality.”
Major airlines, ACMI providers, regional carriers—all approach flexibility differently, and no two rosters are exactly the same. Many pilots operate on rotation-based rosters, which is where shifts (mornings, afternoons, or nights) and patterns (weekly, bi-weekly, or monthly) change regularly according to a set cycle, says Latvenas. This type of work model ensures that both more attractive and less desirable shifts would be distributed equally among the pilots, while also managing fatigue.
A fixed roster, another type of pilot schedule, is considered to be a more predictable one, says Latvenas. It works on an unchanging pattern, where a pilot knows exactly which days they will be working and which days they will have off, and usually remains the same throughout the month, if not longer. But the predictability comes at the cost of certain flexibility, says Latvenas.
“While you do know your workdays and days off, and it rarely changes, it also means that taking specific days off outside the fixed pattern can be a tricky thing to do, especially if it falls on scheduled workdays. It’s not impossible, just can be a bit more challenging to do so.”
Rotation-based and fixed rosters have always been at the heart of a pilot’s job, but the option of a more flexible schedule is now also affecting long-term decisions for the new pilots, notes Latvenas.
“A flexible roster has no fixed pattern and varies quite a bit every month. Pilots can be working different days and shifts each month, depending on their airline’s operational needs and flight schedules. This also means variable work blocks. For example, if a pilot works five days in a fixed roster and then has four days off, in a flexible roster system, they might fly four days, have three days off, then fly five days, have four days off. Yes, it’s less predictable, but it also can provide fewer consecutive workdays, compared to the other two roster types.”
An example of a commercial airline pilot roster.
But it’s not all duty hours and layovers. There are set rules and regulations for pilot flight time (FTL), duty limitations, and rest requirements to manage their workload.
“In Europe, the cumulative duty and flight time limits are in place and also affect a pilot’s roster,” explains Latvenas. “For example, a pilot cannot exceed 60 duty hours in any seven consecutive days or can have only up to 100 flight hours in any 28 consecutive days. There also needs to be at least one weekly rest period, and so on. But usually, a pilot’s roster doesn’t even reach these limits set, and a pilot has more time on the ground.”
While the technical skills and personality development are still very much at the core of pilot training, today’s new generation of pilots faces more than just flying hours and check ride readiness. With pilot rosters depending on a myriad of different factors, they must also learn to navigate a work-life environment that’s far more dynamic. This includes understanding airline contracts, seniority systems, and how different operational models impact their everyday lives.
“Pilot academies don’t necessarily focus on this side of things, but when you’ve got instructors with solid airline experience running the training, they’re the ones passing these real-world insights on to cadets,” explains Latvenas. “And instructors are more than happy to share their experiences, their knowledge about the pilot life, as well as what has changed, and what new realities the new generation will be facing once they step into a cockpit themselves.”
The cockpit may be the ultimate destination for aspiring pilots, but the journey now includes navigating shifting schedules, lifestyle trade-offs, and broader industry changes. Understanding these nuances early on enables cadets to shape their careers more intentionally, not just by mastering the aircraft, but also by learning how to navigate the systems that shape their everyday lives.
Prefer to listen? Press play to hear this article.
Should you take the Split route, knocking out all your ground school theory before stepping into the cockpit? Or jump into the Combined option, mixing lessons on aerodynamics with actual flying hours from day one? Both paths get you to the same destination: that coveted “frozen” Airline Transport Pilot License (ATPL). But how you get there can make all the difference in your learning experience and lifestyle.
Think of it like assembling IKEA furniture. You could sort all the pieces first, read the manual cover to cover, and then start building (that’s Split). Or, you could build as you go, learning and adapting with each piece you put together (that’s Combined). Neither way is wrong, but each suits a different style of learner and schedule. Let’s unpack the pros and cons of these two popular ATPL Integrated options, so you can pick the path that best fits your flight plan.
What is Split Integrated ATPL Training?
ATPL Integrated program with a Split study option is the classic, tried-and-true path for an aspiring commercial pilot. This full-time, intensive course typically lasts around 18-20 months. And is designed to take you from zero flying experience all the way to a “frozen” ATPL—meaning you’ll be qualified to apply for airline jobs once you’ve completed your flight hours. The key feature? You’ll complete all your ground school theory first before moving on to practical flight training.
In essence, it’s a sequential learning process. You start by immersing yourself fully in subjects like meteorology, navigation, and aviation law, following a fixed, structured schedule. Only once you’ve conquered the theory phase and completed your CAA examinations do you climb into the cockpit to start your flying lessons.
This approach can be a big advantage if you prefer mastering the concepts thoroughly before applying them in practice. It then gives you a solid foundation before takeoff. However, the trade-off is a longer overall course duration and a potential gap between theory and flight training that some students find challenging to bridge.
What is Combined Integrated ATPL Training?
The Combined Integrated ATPL shakes up the usual order of things. Instead of slogging through all the theory before you even think about stepping into a cockpit, this approach has you juggling both ground school and flying right from the start. It’s a mixed method that’s becoming pretty popular with pilots who want to keep their learning more hands-on and interactive.
And it’s not just about making things a bit more exciting—there are practical upsides too. Getting into the air while you’re still deep in theory helps you connect the dots faster. You’re more likely to remember the tricky stuff when you’ve had the chance to put it into practice.
This approach can also shave a couple of months off the total training time (think around 16 months instead of the typical 18-20). But it’s worth mentioning: the pace is intense. Managing ground school alongside regular flying means you’ll need to stay on top of things and keep your focus sharp. If you’re the kind of person who thrives on a challenge and wants to dive in headfirst, Combined might just be your best shot at that frozen ATPL.
Which ATPL Course Study Option Is Best for You?
Choosing between Split and Combined ATPL Integrated training is a lot like planning your route on a long-haul flight. Both will get you safely to the same destination—a “frozen” ATPL and the opportunity to apply for airline jobs—but the experience and timing along the way will vary.
You’re a Structured Learner
If you like having a clear, step-by-step plan and knowing exactly what’s coming next, the Split ATPL Integrated course might be your best bet.
This path lets you focus on mastering all the theory first, so you build a strong foundation before taking the controls. On top of that, schools offering this option usually handle the tricky bits—like visas and accommodation—which helps keep things running smoothly during your intensive training.
Just keep in mind, it’s a bit of a marathon. The course can last up to 18-20 months, and its structured pace might feel a little too steady if you prefer a more flexible, fast-moving approach.
You’re a Hands-On Learner
If you’re itching to swap the classroom for the cockpit sooner rather than later, the Combined ATPL Integrated path could be your fast track.
This setup gets you in the air while you’re still working through ground school, making the whole learning process feel more interactive and rewarding. There’s a good chance you’ll find it easier to remember and apply what you’re learning when you’re practicing it in real time. And with a slightly shorter overall timeline (about 16 months), it’s an appealing choice if you’re keen to kick-start your career.
Just remember, this path doesn’t leave much wiggle room. Balancing theory with flight training means you’ll need to stay organized and keep your focus sharp.
Bottom Line
Choosing between Split and Combined ATPL Integrated training really comes down to how you like to learn and what fits your lifestyle. If you’re someone who prefers tackling all the theory before flying and values a well-organized, step-by-step schedule, the Split option might feel like smooth sailing. You get solid support along the way, which can make a big difference when juggling things like visas and accommodation.
On the flip side, if you’re eager to jump into the cockpit early and don’t mind balancing ground school and flying at the same time, the Combined path could be a better fit. It’s faster, more hands-on, and keeps things exciting—but you’ll need to stay on top of your game.
Both routes lead to the same goal: a “frozen” ATPL and the opportunity to apply to airlines. If you’re still deciding or curious about how this compares to the CPL Modular option, check out our detailed guide on that topic. Wherever you land, remember—it’s all about finding the right fit for your journey. So, pick your path, gear up, and get ready to take off!
Prefer to listen? Press play to hear this article.
Just 18 months later, he was already setting eyes on his Type Rating (that he’s currently wrapping up), having completed our BAA Training Cadet program faster than most. He wasn’t there to waste time. Originally from Germany, Tobias is one of those cadets whose determination quietly commands respect. We sat down with him to unpack what drove his steady momentum, how he tackled challenges head-on, and what advice he’d give to anyone hoping to soar through their training like he did.
A Dream That Took Flight Early
Tobias’ journey into aviation started the way many pilots’ do—with a childhood spark. “The first time I really realized it was when I came back from a holiday with my parents from Egypt,” he recalls. “When we left the airport, I had tears in my eyes, because I was very sad that we would not be flying again in the near future.” That emotional moment planted a seed that would grow into a full-fledged career goal that he’s currently pursuing.
Training as a pilot is no small feat, especially when you’re determined to finish faster than most. For Tobias, his success came down to one key principle: focus. “You can’t really plan things in aviation… but you have to be dedicated. You have to focus,” he shares. “Keep your focus and go full gas on studying. It’s all about keeping that in mind.”
Part of what helped him stay on track was the program’s structure—the combined approach that simultaneously covers the theory and the practical parts in Lleida, Spain. “Doing theory with practical flight training together was really helpful. I basically saw why I was doing the theory,” he explains. “It just made sense for me to see it and then do it in the aircraft. It really helped me to stay motivated throughout the training.”
The Pressure and the Payoff
Behind the steady progress, however, was real pressure—financial, emotional, and personal. “You need your family to have your back, because without their help, it can be hard to make it,” Tobias admits. “There’s always pressure to succeed… it was a big relief for me already when I finished the theory exams. That was an amazing feeling.” Still, his drive never wavered. “If I really want something, I usually always find a way to achieve it,” he says. “But you need some help from your family… someone who supports you through the tougher moments.”
While Tobias’s timeline may seem exceptional, he’s quick to point out that the secret wasn’t magic—it was structure. “Honestly, there’s not a lot of free time if you want to finish your training that quick,” he says. “But I always had a clear structure. I made a schedule for myself and kept to it. That helped me to keep progressing fast.”
That included time off, too. Tobias planned monthly “reset” days in the Pyrenees, where he could disconnect from flying and reconnect with nature. “You need some activities that keep your mind fresh,” he says. “And for me, it was going to the mountains, since I grew up around the mountains in Germany. I planned a couple of such days off per month for myself, where I could really let myself relax, and do something fun—apart from flying, that’s where all the fun is!—but to do something different.”
Training at the Right Place
Tobias credits his success not only to his mindset but to the environment at BAA Training. “Without good infrastructure, you can’t achieve your goal,” he says. “Anytime I had a problem, the management in Vilnius helped—whatever the issue was, they always tried their best.” He especially praises the instructors. “All of them are so helpful, they know what they’re doing… instructors in Lleida were simply amazing. I had an absolute blast learning to fly.”
Tobias during a BAA Training event in Lleida-Alguaire
Amid the pressure and progress, Tobias collected moments that will stay with him forever. One that stands out was his final flight lesson—a sunrise flight in the twin-engine aircraft. “We departed towards the sea when the sun was rising. It was just such a beautiful picture… to have this scenery around and know it was my last session? That was surreal.”
Another highlight? Experiencing a minor aircraft issue during a night flight. “It was the first time troubleshooting something in a real aircraft,” he remembers. “You prepare for it, but then actually doing it—with your instructor by your side—was really special. It might sound weird, because we had an issue, but it was fun to experience it.”
Looking Ahead—and Back
With his Type Rating nearly finished, Tobias is ready to take that final step into the airline world. “That’s why I’m doing my Type Rating now—to enjoy my dream,” he says. And if given the chance to do things differently? “I wouldn’t,” he says without hesitation. “Going to BAA Training, moving to Spain, getting out of the German-speaking area—it was all part of what made the experience so valuable. The Spanish mentality, the lifestyle, the people—it was just a really good experience.”
His advice for aspiring pilots is simple, but sincere: “First of all—do it. If it’s really your dream, go for it,” he says. “Find your own way to stay motivated and remember why you’re doing this. Study hard, even though it might be tough sometimes, but in the end, it’s definitely worth it. All the time you spend, all the struggles you go through, it’s so worth it. You feel that especially on your first time in an aircraft, when you are actually flying it.”
And perhaps the most unexpected insight from someone who sped through training? “Take your time,” he adds. “We all have our own pace. You don’t need to rush.”
Tobias’ story is a powerful reminder that with the right mindset, structure, and support, even the most ambitious timelines are possible. Whether you’re just beginning to explore pilot training or already gearing up for takeoff, his experience shows that every journey is unique—and worth pursuing.
Welcome to the world of NOTAMs. But beneath the intimidating format is essential intel that keeps flights safe and legal—and understanding them is crucial. Let’s break down the mystery behind NOTAM.
What’s a NOTAM?
Before we move any further, let’s make sure that we’re on the same page on what a NOTAM is. Notice to Airmen, or NOTAM (and not a “no tam”), is a time-sensitive advisory that alerts pilots and other aviation professionals, like dispatchers and air traffic controllers, to temporary changes or potential hazards along a flight route or at an airport. Notices can include anything from a closed runway to military exercises or activity, or even an airshow that affects an airspace.
In short? It’s essentially a pilot’s real-time “heads-up” system. They’re a crucial piece of every pre-flight briefing. While flight planning tools give you the big picture, NOTAMs zoom in on what’s happening right now—be it a lightning failure at a major runway or a flock of skydivers dropping near your route. Ignoring one might not just be inconvenient; it could be illegal or altogether dangerous.
Differences Between NOTAMs Worldwide
NOTAMs are issued by an aviation authority, such as the EASA and national regulators in Europe, or the FAA in the United States. A key moment to notice here is that the way these notices are formatted and structured differs. Most countries follow the ICAO NOTAM format—highly structured, coded, and designed for international standardization. ICAO format includes fields like the NOTAM number, location, effective times, and a qualifier line for automated filtering.
The United States, on the other hand, currently uses a domestic format for internal notices and differs in numbering, abbreviations, and structure. U.S. domestic NOTAMs, for example, don’t use ICAO codes and have unique types that we’ll introduce a bit later.
The key difference between ICAO and FAA NOTAMs? Their formatting style.
Up until 2019, Canada was also using domestic NOTAMs with their own formatting, but has transitioned to ICAO ones, and as of 2025, the U.S. is in the process of leaving their old formatting behind and jumping into the same aircraft as the rest of the globe. While the FAA still uses the domestic formatting, some ICAO-formatted NOTAMs are also being published for familiarization and international use.
Types of NOTAMs
NOTAMs come in several flavors, each serving a different purpose depending on the nature of the information being communicated and how they’re issued. Here’s a breakdown of the main categories pilots may encounter—because not all NOTAMs are created equal (but all-caps? Always).
Different types of NOTAMs used in aviation.
Distribution Types:
Class I NOTAMs are sent directly via telecommunication systems—think of them as real-time alerts.
Class II NOTAMs are distributed less urgently, often through periodic bulletins or printed documents.Now, what type of notices to airmen would be printed in documents or published in a bulletin? This could be information about a scheduled runway maintenance, temporary changes to airport services, like fuel availability or baggage handling, or other conditions that impact flight operations but don’t require immediate action.
Operational Categories:
International NOTAMs are used for flights crossing borders; these adhere to ICAO standards and are relevant for multiple countries. They’re a must-read for international ops.
Domestic ones are primarily a U.S.-specific category that follows the FAA formatting. They’re used internally and often differ in style and structure from ICAO-standard NOTAMs.
Civil NOTAMs cover all non-military aviation activities. Since civil NOTAMs include all notices that aren’t military operations, this is the most common type of notice that pilots encounter worldwide, especially in the U.S.
The FAA’s NOTAM system handles tens of thousands of active NOTAMs daily, and most of them are civil—notices about basic airport and airspace conditions that affect civilian flight planning.
Military NOTAMs are essential for operations in restricted or military-controlled airspace and are used globally.
FDC NOTAMs (Flight Data Center) are regulatory and often concern temporary flight restrictions (TFRs), chart amendments, or procedure changes. They’re only used in the U.S., but they’re critical for legal compliance.
Center Area NOTAMs cover wide regional areas, often affecting multiple airports or airspace zones. Again, this is a U.S.-only category, and notices are issued by Air Route Traffic Control Centers (ARTCCs).
NOTAM (D) includes information beyond the immediate vicinity of an airfield, like airspace activity, navigational aid outages, or taxiway closures. Another U.S.-exclusive format, and one of the most common NOTAM types for domestic flights.
How to (Properly) Read NOTAM Data?
To be completely honest, reading information on a NOTAM is no walk in the park, but once you familiarize yourself with the system and the abbreviations, cracking the notices becomes much easier.
So, let’s take a real-life NOTAM example and break it down.
Example of a NOTAM message.
B1744/25
This is the NOTAM series and number. It’s the series B, the 1744th notice issued in the series, and the year 2025.
Q) ZAU/QMRLC/IV/NBO/A/000/999/4159N08754W005
This is the Q-Line (Qualifier Line), also known as the ICAO NOTAM code block. It’s a five-letter coded group, always starting with a Q, followed by qualifiers for: traffic, purpose, scope, altitude, and location.
Let’s take a look at the information in Q block:
ZAU – Flight Information Region (FIR) affected is Chicago ARTCC (ZAU).
QMRLC – NOTAM code indicating a Runway Closure (QMR) and its scope and purpose.
000/999 – Altitude limits: from the ground (0 ft) to unlimited (999 FL)
4159N08754W005 – Center coordinates (Chicago O’Hare) and a radius of 5 nautical miles.
A) KORD
This is the ICAO code for the affected aerodrome: Chicago O’Hare International Airport.
B) 2505120600 C) 2505121800
Start of validity: 12 May, 2025 at 06:00 UTC, and end of validity: 12 May, 2025 at 18:00 UTC.
E) RWY 10C/28C CLSD DUE TO MAINT
Runway (RWY) 10C/28C is closed (CLSD) due to maintenance (MAINT).
Now, let’s put all of this information into a single, coherent notice, and we get: Runway 10C/28C at Chicago O’Hare International Airport (KORD) will be closed due to maintenance from 06:00 UTC to 18:00 UTC on May 12, 2025. This affects all air traffic within 5 nautical miles and all altitudes.
What about the FAA-formatted NOTAM of the same event?
Example of an FAA NOTAM message.
!ORD – FAA code for Chicago O’Hare International Airport.
05/456 – It’s the 456th NOTAM issued in the month of May.
ORD RWY 10C/28C CLSD – Repeats the affected O’Hare Int’l Airport and specifies the runway closed.
2505120600-2505121800 – Runway closure is active from 0600 to 1800 UTC on May 12, 2025.
What Happens When NOTAMs Are Down?
One of the most famous cases of a mass NOTAM outage happened only a few years back. In January 2023, the U.S. aviation system experienced a nationwide ground stop caused by the failure of a one system—NOTAMs.
The FAA’s then-called Notice to Air Missions system crashed overnight, leaving pilots without access to essential safety alerts for almost 12 hours straight. As a result, all domestic departures in the United States were paused for hours, affecting more than 11,000 flights through delays or cancellations. It was the first nationwide ground stop since 9/11.
According to the FAA, the outage stemmed from corrupted database files during routine maintenance. An internal contractor unintentionally deleted files while syncing a backup system, which caused the live NOTAM feed to fail. Worse still, the backup system did not kick in properly, revealing serious infrastructure weaknesses in one of aviation’s most critical data systems.
This incident showed the world just how central NOTAMs are to flight safety and compliance—even though many people outside the aviation community had never heard the acronym before. Without current NOTAMs, pilots can’t legally or safely fly, especially under IFR. It also triggered a deeper review of the FAA’s aging tech infrastructure, pushing forward modernization plans that had been slow to roll out.
Training for NOTAMs
BAA Training cadets at their ground school phase.
Pilots get full training on interpreting and using NOTAMs during their initial pilot (Ab Initio) training stage. Both private pilot and commercial pilot license students are introduced to basic flight planning, regulations, and safety procedures during the ground school part. It includes learning about what NOTAMs are, how and where to access them, how to read their formats, and their importance in pre-flight planning. This is critical knowledge to cover before students start their solo flights or flying cross-country.
Bottom Line
There is no denying it—NOTAMs are critical for maintaining aviation safety and operational readiness, since they provide timely, accurate, and relevant information about changes or hazards in the airspace, airports, or navigation systems. Pilots rely heavily on NOTAMs to make informed decisions, avoid dangers, and comply with regulations. Want to learn more about other types of essential reports pilots learn to decode? Check out our post about understanding METARs, TAFs, and PIREP!
Some 120 flights that were already airborne and destined for Heathrow had to be diverted, and pilots had to make real-time decisions under pressure. Cristian Puig, Deputy Head of Training at BAA Training, one of the leading global aviation training organizations delivering both Ab Initio and Type Rating training, and part of Avia Solutions Group the world’s largest ACMI (Aircraft, Crew, Maintenance, Insurance) provider, says that this showed the depth of resilience that is now built into pilot training.
As the world’s skies grow more unpredictable—due to factors like climate events, cyber threats, and airspace closures, for example—pilot resilience has shifted from a nice-to-have to a critical competency.
“Today’s pilots are expected to manage more than just the flight path,” says Puig. “They’re navigating increasingly complex operational environments, and training must reflect that.
“Traditional pilot training, on the other hand, has long emphasized handling in-flight emergencies and diversions. From fuel management to alternate airport landings, pilots are taught to expect the unexpected. But disruptions we’ve seen in the last several years alone are evolving beyond simple checklists.”
Apart from the Heathrow closure and a more recent power outage across Spain, Portugal, and parts of France, in 2023, a UK-wide ATC system failure led to cascading flight delays across Europe. Before that, drone activity near Gatwick Airport in 2018 grounded flights for over a day, and volcanic ash clouds, conflict-related airspace closures, and global weather events have made sudden, large-scale reroutes more frequent.
“The days of procedure-only training are behind, and today’s pilot has to be well-versed in more than just flying,” notes Puig. “Pilot training academies like ours are well above just teaching procedures, we’re building mental agility that becomes a key skill in thinking and adapting dynamically.”
Cristian Puig, Deputy Head of Training at BAA Training.
Modern pilot training programs are shifting to reflect these demands. Now, adaptive training is built into every stage—from early simulator scenarios to advanced multi-crew exercises. While still not as widespread, but more and more training academies have been critically evaluating their training curricula and redesigning in order to prioritize adaptability, critical decision-making and resilience, explains Puig, as strong core pilot competencies come into play much more often.
These appear in a couple of forms in modern pilot training. For example, competency-based training (CBTA) methodology prioritizes competency-focused training and assessment over the classic hour-based training.
“This approach was designed with the purpose of emphasizing resilience and adaptability—to learn how to recognize problems and apply the right skills,” Puig notes. “What it means in practice is that the training scenarios are much more varied and less predictable, and decision-making under pressure as well as risk management are, too, evaluated alongside the technical skills of a pilot.”
Another good example of adaptive training—the Multi-crew Pilot License (MPL) programs, which have been gaining more popularity within the industry in recent years. MPL programs are designed around real-world scenarios from day one of the training. Puig says that it is a good measure of how confident the industry is in scenario-based curriculum.
“Airlines like easyJet, TUI, Wizz Air, and others are investing much more of their resources in MPL programs, as have ours, as a training academy. We’ve partnered with Volotea and Qatar Airways to run dedicated MPL programs for them. And I think partnerships like these only reinforce the fact that pilot training is in the middle of a positive change, taking into consideration how multi-layered the landscape has become.”
Aviation faces an era of complex disruptions, and the industry’s response starts in the training room. Pilot resilience—fueled by adaptability, collaboration, and composure—is what keeps passengers safe when the unexpected strikes.
Cookies Consent
This website uses cookies. You can express your preference for cookies by selecting one of the options below. If you select the “Allow” option, you agree to the use of all types of cookies, including third party and marketing cookies. You can change your cookie settings or withdraw your consent at any time by clicking on the “Cookie Settings” . Your consent is not required for the recording of the strictly necessary cookies. For more information, please read our Cookie Policy
Cookies settings
We use cookies and other similar technologies to help provide our Services, to advertise to you and to analyse how you use our Services and whether advertisements are being viewed. We also allow third parties to use tracking technologies for similar purposes. If you are using our Services via a browser you can restrict, block or remove cookies through your web browser settings.
