Glider flying is the purest, most peaceful form of flying – just the pilot and the atmosphere, managing energy to get where you want to go. But how do you get altitude in the first place? While the aero-tow is traditional (using a towplane to pull the glider up), the winch launch is an exciting alternative. Ride along in this video to see how you can go from parked to 1900 feet in about three seconds.
https://media.flighttrainingcentral.com/wp-content/uploads/2019/03/05172835/glider-winch-launch.jpg447801studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngstudentpltnews2019-03-29 11:18:072021-06-08 19:23:10Video: glider flying from a winch launch
gear.creep When stuff is left laying around and starts getting in the way of important tasks.
For anyone who has kids, gearcreep is a daily adventure. Books, bags, lunchboxes, one blue sock, and clarinet reeds somehow can’t cross the forcefield that is found approximately 10 feet inside my front door. Eventually, the forcefield can’t hold back the massive piles of junk and the gear starts creeping across the floor, only to be found at 2 am while stumbling down the hall to the bathroom.
While I complain about gearcreep at home, I learned that I was the chief offender of gearcreep in the cockpit. Pens, Bluetooth GPS units, aux input cables, flashlights… the stuff that I found rolling around the passenger seat and on the floor after a recent night cross country had me convinced that a more organized cockpit would be in my future. I started by getting some fresh gear, specifically to keep all my stuff from accidentally finding its way to the floor. Here are 5 items that have helped me to conquer my cockpit gearcreep problem.
Flight Gear iPad Bag
This bag is the perfect compromise between size and utility. The small footprint makes this bag a perfect fit for on the floor between the front two seats of a Cessna 182. It has plenty of pockets to keep all your gear organized. I really like the padded iPad pocket with with the thru hole for charging with a backup battery. I use this feature all the time to keep my iPad battery topped off.
Kneeboard
I swore off kneeboards after I finished training, but now I find myself gravitating back to them. Modern kneeboards have a spot for your iPad, notepads, cleaning cloths, charging accessories, etc. This sure beats picking pens out of the rudder pedals, and I like having the iPad firmly strapped to my leg.
Gear Mods
These little unsung heroes are amazing. It’s a simple, hook and loop backed pouch that holds frequently used items. These are great for keeping charging cables organized or for backup batteries. I’ve even used one to keep a camera and all the small mount pieces organized. They are specially designed to attach to both Sporty’s Flight Gear bags and kneeboards.
Pilot Pocket Plus
The simple suction cup organizer is a great addition to the cockpit. Constructed with clear acrylic, this nifty holder can be pressed against a side window and is a perfect home for your phone, sunglass, and a pen.
Portable Cargo Caddy
These simple, collapsible bags make great catch-alls for the hangar and the luggage compartment. Oil, chocks, cleaning kits, wipes… these inexpensive bags do a good job of keeping the back of the plane neat.
Now only if I could conquer the gearcreep by my front door.
https://media.flighttrainingcentral.com/wp-content/uploads/2019/02/05172843/flight-gear-ipad-bag.jpg12001200studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngstudentpltnews2019-03-25 10:00:352021-06-08 19:23:10Avoid “gearcreep” and stay organized in the cockpit
The place: Witham Field Airport (KSUA), Stuart, FL
The aircraft: Cessna 150
The memory: We weren’t sure if Friday, June 29, 2018, was going to be just another flight lesson with Evan’s fabulous CFI, or if she was going to kick the baby bird out of the nest and tell him to go that morning, but his dad and I decided to be there with cameras just in case. (I’m that mom who captures everything with her camera!)
This was a major step in our then-17-year-old’s goal of becoming a pilot. At the age of four, he defined the concepts of lift and drag for his preschool teacher and announced that he was going to be a pilot when he grew up. He has never changed his mind. He got his private pilot’s certificate a short time after this solo and will have his glider endorsement before too long. With all that he has going on his Senior year of high school, he will probably wait to begin his Instrument Rating until he gets settled at college and sees what kind of time he will have there as an Aerospace Engineering major and member of the marching band, but he is definitely on his way. We are so proud of and happy for him for pursuing his passion! – Leslie Walling
Want to share your “Friday Photo” of your solo or checkride moment? Send your photo and description (using the format above) to: [email protected]
https://media.flighttrainingcentral.com/wp-content/uploads/2019/03/05172851/Evan-Joseph-Roseman.jpg17091245studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngstudentpltnews2019-03-22 10:00:152021-06-08 19:23:10Friday photo: Son, Evan Joseph Roseman, first solo
Route 66, the legendary cross-country highway from Chicago to Santa Monica, is synonymous with freedom and adventure – but usually in a car. In this unique video, Matt Guthmiller lands his Bonanza on a gravel strip right next to the Mother Road and explores an abandoned hotel. It’s not every day you see airplanes and cars mixing it up on the same piece of pavement.
The old school whiz wheel has been replaced by more modern options, but for the FAA Knowledge Test you can’t bring your smartphone. That makes Sporty’s Electronic E6B a great option – it’s much easier to use than slide rules but it’s still allowed for use on FAA tests. Join Sporty’s Doug Ranly for a hands-on look at how to use this popular flight computer. You’ll see three common functions step-by-step, plus tips for converting Fahrenheit to Celsius.
https://media.flighttrainingcentral.com/wp-content/uploads/2019/03/05172855/Screen-Shot-2019-03-12-at-10.22.21-AM.png444795studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngstudentpltnews2019-03-12 10:30:212022-01-26 14:40:40Video: how to use Sporty’s Electronic E6B Flight Computer
The demand for professional pilots has never been greater. Airline pilot requirements and mandatory retirements have significantly impacted the pool of eligible candidates and, in many cases, have left flight departments at a shortage of qualified applicants.
If you’ve been dreaming about the challenge, adventure and rewards of a pilot career, there’s never been a better time to engage in a pilot training program. But there are multiple pathways to consider if the airline flight deck beckons.
To be eligible to serve as an airline crew member, pilots must possess an Airline Transport Pilot Certificate (ATP). While it may seem to be a drastic difference between the older days when only a Commercial pilot certificate was required to fly as an airline first office, it’s not nearly as dramatic of a change in practice.
Pilot hiring has always been market driven, and historically, pilots have been required to possess minimum experience at least close to the ATP requirements to be competitive for pilot positions. Pilots have generally been expected to possess anywhere from 1,000 to 1,500 hours of total time and 100 hours+ of multiengine time to be marketable to the airlines which hasn’t changed much.
R-ATP allows pilots to serve as FOs.
To reach the ATP level, pilots now have the option of pursuing an unrestricted ATP subject to FAR Part 61 requirements or may choose to pursue a Restricted ATP (R-ATP) qualification by graduating from an approved, collegiate-based aviation program. Eligibility requirements for the two pathways vary greatly.
An unrestricted ATP requires that the pilot be 23 years of age and possess minimum flight experience to include:
1,500 total time
500 hours cross-country
100 hours night
75 hours instrument
250 hours PIC
50 hours of multiengine (if pursuing ATP multiengine)
Complete eligibility requirements are defined in § 61.159.
The R-ATP allows a pilot to serve as an airline first officer before reaching the requisite 1,500 hours for an unrestricted ATP. The R-ATP also requires that a pilot be at least 21 years of age and successfully complete a checkride. The R-ATP, in lieu of the 1,500 hour requirement, offers credit for specialized training received as part of a collegiate aviation curriculum or through the military. The R-ATP eligibility requirements are fully defined in § 61.160 and the options for R-ATP minimum experience are:
750 hours for military pilots
1,000 hours for college graduates who possess a bachelor’s degree with an aviation major from an approved school
1,250 hours for college graduates possessing an associate degree with an aviation major from an approved school
For each of the R-ATP options, the majority of total flight experience must have been obtained while enrolled in the approved program. It’s worth noting that simply graduating from a program that confers a degree does not automatically grant eligibility for the R-ATP. Each school that desires to certify its graduates for the R-ATP must apply for and receive approval from the FAA and must meet criteria outlined in Advisory Circular 61-139.
R-ATP is a good option for flight instructors who may not possess 500 hours cross-country experience.
Considered in the ATP regulations is a category of pilots who may possess the 1,500 hours of total pilot time required for an unrestricted ATP, but fall short of the requisite 500 hours of cross-country experience (e.g. flight instructors). These pilots, as long as they possess at least 200 hours of cross-country time, and otherwise meet ATP experience requirements, are also eligible to apply for the R-ATP.
When transitioning from a R-ATP to an unrestricted ATP, an FAA inspector can remove R-ATP limitations and issue a full ATP with paperwork only. The applicant must present evidence that he has met the ATP age requirement (23) and the aeronautical experience requirements of § 61.159. The applicant then must complete section III – Record of Pilot Time, on a pilot application (form 8710) to be issued the unrestricted ATP.
ATP-CTP requires training in a full motion flight simulator.
Also required of ATP certification is the completion of an FAA-approved Airline Transport Pilot Certification Training Program (ATP-CTP) PRIOR to taking the FAA written exam for multiengine ATP. ATP-CTP is a 40 hour course – 30 hours of ground school and 10 hours of simulator training – intended to prepare the applicant to operate safely in those operations that require an ATP. Of the 10 hours of simulator training, six (6) hours must be completed in a Level C or higher full flight simulator that represents a multiengine, turbine airplane with a maximum takeoff weight of at least 40,000 pounds, rendering many corporate aircraft ineligible.
The ATP CTP serves as a prerequisite for the multiengine ATP written exam and includes training in:
Aerodynamics,
Automation,
Adverse weather conditions,
Air carrier operations,
Transport airplane performance,
Professionalism, and
Leadership and development.
ATP-CTP training may be included in some airline new-hire programs.
All pilots taking the ATP knowledge test are required to present a graduation certificate certifying the completion of an ATP-CTP before taking the written test. Written tests for multiengine ATP are valid for 60 calendar months (much longer than the 24 months granted for other written exams). The ATP-CTP graduation certificate itself does not expire so there is no penalty and no harm in taking the ATP-CTP anytime that is convenient.
It’s worth noting that the ATP-CTP itself does not prepare you for the FAA written exam. It’s only a pre-requisite for the written exam. It would be wise to select a trusted training source for dedicated written test preparation independent of your ATP-CTP training. There is no endorsement required to take the ATP written exam so it’s up to you to determine when you’re ready.
For those pursuring an airline career, most regional airlines have created their own in-house programs or have contracted with other training providers to deliver ATP-CTP training as part of your new-hire process. So in many cases, this creates additional training time, but does not represent an additional out-of-pocket expense.
If you happen to be in corporate aviation or perhaps on a military track and moving straight to the legacy air carriers, you may very well have to complete an ATP-CTP at your own expense to meet hiring requirements. There are independent training providers with courses available including Sporty’s Pilot Shop. – www.Sportys.com/ATP. Costs for ATP-CTP range from $4,600 to $5,000+.
If you’re curious about an alternate ATP option, single-engine ATP does NOT require the ATP-CTP course, but does require a separate single-engine ATP written exam. You will still need to complete an ATP-CTP in order to pursue a multiengine ATP.
It remains the case that the most common pathway for building your flight experience toward ATP certification remains the certified flight instructor (CFI) path. CFI jobs are plentiful as the demand for training increases and as CFIs transition to the airlines. Similar to airline starting salaries, CFI wages have increased. It is possible to earn a respectable wage in the CFI ranks and pursue a rewarding career. And most airline recruiters and human resource professionals will agree that the experience gained as a CFI will serve you well into the future.
Alternate routes for gaining additional experience toward ATP certification include private or business aviation pilot jobs, aerial surveying or mapping, freight, charter, and even investing in your own airplane.
No matter your ultimate pathway, there’s only one correct way to begin, get to the airport and take that first flight or the next flight!
https://media.flighttrainingcentral.com/wp-content/uploads/2012/05/05183634/Boeing777.jpg13962100studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2025/09/17092615/FTC_Redesign_2025_WhiteRed_WEB.pngstudentpltnews2019-03-11 10:00:082023-04-24 11:19:34Pilot’s guide to ATP certification
Video: glider flying from a winch launch
/in Fun Flying Videos/by studentpltnewsGlider flying is the purest, most peaceful form of flying – just the pilot and the atmosphere, managing energy to get where you want to go. But how do you get altitude in the first place? While the aero-tow is traditional (using a towplane to pull the glider up), the winch launch is an exciting alternative. Ride along in this video to see how you can go from parked to 1900 feet in about three seconds.
Video from FliteTest.
Avoid “gearcreep” and stay organized in the cockpit
/in Tips and technique/by studentpltnewsgear.creep
When stuff is left laying around and starts getting in the way of important tasks.
For anyone who has kids, gearcreep is a daily adventure. Books, bags, lunchboxes, one blue sock, and clarinet reeds somehow can’t cross the forcefield that is found approximately 10 feet inside my front door. Eventually, the forcefield can’t hold back the massive piles of junk and the gear starts creeping across the floor, only to be found at 2 am while stumbling down the hall to the bathroom.
While I complain about gearcreep at home, I learned that I was the chief offender of gearcreep in the cockpit. Pens, Bluetooth GPS units, aux input cables, flashlights… the stuff that I found rolling around the passenger seat and on the floor after a recent night cross country had me convinced that a more organized cockpit would be in my future. I started by getting some fresh gear, specifically to keep all my stuff from accidentally finding its way to the floor. Here are 5 items that have helped me to conquer my cockpit gearcreep problem.
This bag is the perfect compromise between size and utility. The small footprint makes this bag a perfect fit for on the floor between the front two seats of a Cessna 182. It has plenty of pockets to keep all your gear organized. I really like the padded iPad pocket with with the thru hole for charging with a backup battery. I use this feature all the time to keep my iPad battery topped off.
Kneeboard
I swore off kneeboards after I finished training, but now I find myself gravitating back to them. Modern kneeboards have a spot for your iPad, notepads, cleaning cloths, charging accessories, etc. This sure beats picking pens out of the rudder pedals, and I like having the iPad firmly strapped to my leg.
These little unsung heroes are amazing. It’s a simple, hook and loop backed pouch that holds frequently used items. These are great for keeping charging cables organized or for backup batteries. I’ve even used one to keep a camera and all the small mount pieces organized. They are specially designed to attach to both Sporty’s Flight Gear bags and kneeboards.
Pilot Pocket Plus
Portable Cargo Caddy
These simple, collapsible bags make great catch-alls for the hangar and the luggage compartment. Oil, chocks, cleaning kits, wipes… these inexpensive bags do a good job of keeping the back of the plane neat.
Now only if I could conquer the gearcreep by my front door.
Friday photo: Son, Evan Joseph Roseman, first solo
/in Friday Photo/by studentpltnewsThe moment: My son’s first solo
The pilot: Evan Joseph Roseman
The place: Witham Field Airport (KSUA), Stuart, FL
The aircraft: Cessna 150
The memory: We weren’t sure if Friday, June 29, 2018, was going to be just another flight lesson with Evan’s fabulous CFI, or if she was going to kick the baby bird out of the nest and tell him to go that morning, but his dad and I decided to be there with cameras just in case. (I’m that mom who captures everything with her camera!)
This was a major step in our then-17-year-old’s goal of becoming a pilot. At the age of four, he defined the concepts of lift and drag for his preschool teacher and announced that he was going to be a pilot when he grew up. He has never changed his mind. He got his private pilot’s certificate a short time after this solo and will have his glider endorsement before too long. With all that he has going on his Senior year of high school, he will probably wait to begin his Instrument Rating until he gets settled at college and sees what kind of time he will have there as an Aerospace Engineering major and member of the marching band, but he is definitely on his way. We are so proud of and happy for him for pursuing his passion! – Leslie Walling
Want to share your “Friday Photo” of your solo or checkride moment? Send your photo and description (using the format above) to: [email protected]
Video: landing on Route 66
/in Fun Flying Videos/by studentpltnewsRoute 66, the legendary cross-country highway from Chicago to Santa Monica, is synonymous with freedom and adventure – but usually in a car. In this unique video, Matt Guthmiller lands his Bonanza on a gravel strip right next to the Mother Road and explores an abandoned hotel. It’s not every day you see airplanes and cars mixing it up on the same piece of pavement.
Video courtesy of Matt Guthmiller.
Video: how to use Sporty’s Electronic E6B Flight Computer
/in Pilot Gear/by studentpltnewsThe old school whiz wheel has been replaced by more modern options, but for the FAA Knowledge Test you can’t bring your smartphone. That makes Sporty’s Electronic E6B a great option – it’s much easier to use than slide rules but it’s still allowed for use on FAA tests. Join Sporty’s Doug Ranly for a hands-on look at how to use this popular flight computer. You’ll see three common functions step-by-step, plus tips for converting Fahrenheit to Celsius.
Shop Now: Sporty’s Electronic E6B Flight Computer
Pilot’s guide to ATP certification
/in Get Started, Regulations/by studentpltnewsAirline pilots are required to possess an ATP.
The demand for professional pilots has never been greater. Airline pilot requirements and mandatory retirements have significantly impacted the pool of eligible candidates and, in many cases, have left flight departments at a shortage of qualified applicants.
If you’ve been dreaming about the challenge, adventure and rewards of a pilot career, there’s never been a better time to engage in a pilot training program. But there are multiple pathways to consider if the airline flight deck beckons.
To be eligible to serve as an airline crew member, pilots must possess an Airline Transport Pilot Certificate (ATP). While it may seem to be a drastic difference between the older days when only a Commercial pilot certificate was required to fly as an airline first office, it’s not nearly as dramatic of a change in practice.
Pilot hiring has always been market driven, and historically, pilots have been required to possess minimum experience at least close to the ATP requirements to be competitive for pilot positions. Pilots have generally been expected to possess anywhere from 1,000 to 1,500 hours of total time and 100 hours+ of multiengine time to be marketable to the airlines which hasn’t changed much.
R-ATP allows pilots to serve as FOs.
To reach the ATP level, pilots now have the option of pursuing an unrestricted ATP subject to FAR Part 61 requirements or may choose to pursue a Restricted ATP (R-ATP) qualification by graduating from an approved, collegiate-based aviation program. Eligibility requirements for the two pathways vary greatly.
An unrestricted ATP requires that the pilot be 23 years of age and possess minimum flight experience to include:
Complete eligibility requirements are defined in § 61.159.
The R-ATP allows a pilot to serve as an airline first officer before reaching the requisite 1,500 hours for an unrestricted ATP. The R-ATP also requires that a pilot be at least 21 years of age and successfully complete a checkride. The R-ATP, in lieu of the 1,500 hour requirement, offers credit for specialized training received as part of a collegiate aviation curriculum or through the military. The R-ATP eligibility requirements are fully defined in § 61.160 and the options for R-ATP minimum experience are:
A list of approved schools for R-ATP eligibility is available from FAA here.
For each of the R-ATP options, the majority of total flight experience must have been obtained while enrolled in the approved program. It’s worth noting that simply graduating from a program that confers a degree does not automatically grant eligibility for the R-ATP. Each school that desires to certify its graduates for the R-ATP must apply for and receive approval from the FAA and must meet criteria outlined in Advisory Circular 61-139.
R-ATP is a good option for flight instructors who may not possess 500 hours cross-country experience.
Considered in the ATP regulations is a category of pilots who may possess the 1,500 hours of total pilot time required for an unrestricted ATP, but fall short of the requisite 500 hours of cross-country experience (e.g. flight instructors). These pilots, as long as they possess at least 200 hours of cross-country time, and otherwise meet ATP experience requirements, are also eligible to apply for the R-ATP.
When transitioning from a R-ATP to an unrestricted ATP, an FAA inspector can remove R-ATP limitations and issue a full ATP with paperwork only. The applicant must present evidence that he has met the ATP age requirement (23) and the aeronautical experience requirements of § 61.159. The applicant then must complete section III – Record of Pilot Time, on a pilot application (form 8710) to be issued the unrestricted ATP.
ATP-CTP requires training in a full motion flight simulator.
Also required of ATP certification is the completion of an FAA-approved Airline Transport Pilot Certification Training Program (ATP-CTP) PRIOR to taking the FAA written exam for multiengine ATP. ATP-CTP is a 40 hour course – 30 hours of ground school and 10 hours of simulator training – intended to prepare the applicant to operate safely in those operations that require an ATP. Of the 10 hours of simulator training, six (6) hours must be completed in a Level C or higher full flight simulator that represents a multiengine, turbine airplane with a maximum takeoff weight of at least 40,000 pounds, rendering many corporate aircraft ineligible.
The ATP CTP serves as a prerequisite for the multiengine ATP written exam and includes training in:
ATP-CTP training may be included in some airline new-hire programs.
All pilots taking the ATP knowledge test are required to present a graduation certificate certifying the completion of an ATP-CTP before taking the written test. Written tests for multiengine ATP are valid for 60 calendar months (much longer than the 24 months granted for other written exams). The ATP-CTP graduation certificate itself does not expire so there is no penalty and no harm in taking the ATP-CTP anytime that is convenient.
It’s worth noting that the ATP-CTP itself does not prepare you for the FAA written exam. It’s only a pre-requisite for the written exam. It would be wise to select a trusted training source for dedicated written test preparation independent of your ATP-CTP training. There is no endorsement required to take the ATP written exam so it’s up to you to determine when you’re ready.
For those pursuring an airline career, most regional airlines have created their own in-house programs or have contracted with other training providers to deliver ATP-CTP training as part of your new-hire process. So in many cases, this creates additional training time, but does not represent an additional out-of-pocket expense.
If you happen to be in corporate aviation or perhaps on a military track and moving straight to the legacy air carriers, you may very well have to complete an ATP-CTP at your own expense to meet hiring requirements. There are independent training providers with courses available including Sporty’s Pilot Shop. – www.Sportys.com/ATP. Costs for ATP-CTP range from $4,600 to $5,000+.
If you’re curious about an alternate ATP option, single-engine ATP does NOT require the ATP-CTP course, but does require a separate single-engine ATP written exam. You will still need to complete an ATP-CTP in order to pursue a multiengine ATP.
It remains the case that the most common pathway for building your flight experience toward ATP certification remains the certified flight instructor (CFI) path. CFI jobs are plentiful as the demand for training increases and as CFIs transition to the airlines. Similar to airline starting salaries, CFI wages have increased. It is possible to earn a respectable wage in the CFI ranks and pursue a rewarding career. And most airline recruiters and human resource professionals will agree that the experience gained as a CFI will serve you well into the future.
Alternate routes for gaining additional experience toward ATP certification include private or business aviation pilot jobs, aerial surveying or mapping, freight, charter, and even investing in your own airplane.
No matter your ultimate pathway, there’s only one correct way to begin, get to the airport and take that first flight or the next flight!
For additional information, FAA resources are available at https://www.faa.gov/pilots/training/atp/.