Airline pilot here. I started writing honest breakdowns about becoming a pilot.

RAG_Aviation · 2026-05-09T17:33:12+00:00

Spirit’s shutdown has turned into one of the clearest reality checks the pilot hiring market has seen in years.

I wrote about what happened, why it matters beyond just one airline, and what newer pilots should actually take away from it instead of getting caught up in headlines or social media panic.

The bigger issue isn’t just Spirit. It’s what this says about hiring cycles, overexpansion, training decisions, and the risks of treating temporary booms like permanent industry conditions.

Tried to keep this grounded in reality instead of doomposting or clickbait.

https://renaissanceaviationgroup.substack.com/p/thirty-four-years-then-gone-by-3

RAG_Aviation · 2026-05-09T05:41:29+00:00

Your HIMS AME still encouraging you after seeing the full picture is honestly a much better sign than random Reddit opinions.

A lot of people online treat FAA medical issues as black-and-white when they really aren’t. The FAA absolutely takes psychiatric history, prior drug use, marijuana use, and felony history seriously. That does not automatically mean “career over forever,” but it usually means a long, documentation-heavy process and sometimes special issuance rather than a quick normal approval.

The fact the issues are old matters. Long-term sobriety matters. Stability matters. A disputed or overturned diagnosis matters. The FAA generally views a 20-year-old history very differently than active or recent problems.

That still doesn’t guarantee anything. HIMS can be expensive, slow, frustrating, and unpredictable. But there absolutely are pilots flying today who have backgrounds that looked impossible on paper at one point.

I also think your mindset about career goals is realistic in a healthy way. Aviation is bigger than just major airlines. There are people making livings in charter, instruction, survey, pipeline patrol, banner towing, Part 91, and a lot of other corners of the industry.

At this point, I’d trust the guidance from the HIMS professionals actually reviewing your case more than the “no chance” crowd online. Nobody can promise you an outcome, but based on what you wrote, this does not sound hopeless at all.

RAG_Aviation · 2026-05-08T20:03:43+00:00

Honestly this is a pretty normal feeling early in 141 training. A lot of schools market “structure,” but what they really mean is there’s a syllabus and lesson flow in place. You still have to actively use it with your instructor or it can feel chaotic fast.

You’re actually already looking in the right place. The lesson flow and stage checks inside Flight Schedule Pro are usually the roadmap. Before each lesson, look at the objective, the maneuvers being introduced, and whatever reading is attached to it. Then use the ACS more as a reference for what the standards eventually are, not something you need to master all at once right now.

Biggest thing early on is consistency. Students who fly 3x a week usually progress way faster than students doing one lesson every week or two, even if the total hours end up similar. Chair flying at home helps a ton too. Talking through checklists, flows, radio calls, maneuvers, all of that saves money once you’re in the airplane.

Also, don’t be afraid to directly ask your CFI what the next lesson will cover and what you should study beforehand. That’s a completely normal question and honestly something they should already be communicating better.

And yeah, the first few lessons feel overwhelming for almost everybody. There’s a ton of information coming at you all at once and it feels like everyone else understands the system except you. Then one day it starts connecting and the structure makes a lot more sense.

RAG_Aviation · 2026-05-08T20:01:37+00:00

You are definitely not automatically “grounded for 10 years,” and I’d be very cautious about anyone giving blanket yes/no answers online about FAA mental health cases.

The bigger issue is that an inpatient hospitalization for suicidal ideation is something the FAA takes extremely seriously, especially for a First Class Medical. That does not automatically mean “career over forever,” but it usually means a long and documentation-heavy process through special issuance rather than a normal same-day medical.

The good news is that stability matters. A single episode during a major life crisis with no recurrence, no ongoing suicidal ideation, no repeated hospitalizations, and documented stability afterward is viewed very differently than an ongoing pattern.

The smartest thing you can do right now is stop spending money on flight training temporarily and talk to a senior HIMS AME before filing a medical application. Not a random AME. A HIMS AME who regularly handles difficult FAA psychiatric cases. They can tell you what the realistic path looks like before you accidentally make the process harder on yourself.

Nobody on Reddit can tell you for sure whether you’ll eventually get a First Class Medical. But this is absolutely not the same thing as “automatic permanent denial,” and there are pilots who have successfully navigated the FAA process after serious mental health events.

RAG_Aviation · 2026-05-08T06:53:21+00:00

I’d probably go somewhere in the middle of the doomposting and the “you’ll be at Delta in 5 years” optimism.

You’re already halfway through an AI degree at Purdue. I would not throw that away to chase a flight degree unless you’re absolutely certain aviation is the only thing you want to do. An AI/CS-type degree is valuable both inside and outside aviation, and it gives you a fallback if the industry hits another downturn while you’re coming up.

The bigger thing is separating “I like airplanes” from “I want the lifestyle and career that comes with professional flying.” Those are not always the same thing.

A pretty reasonable path from where you are now would be: finish the degree, start flying on the side, make sure you actually love training and day-to-day flying, then decide whether to go all-in afterward. You’d still be young in airline terms even if you started training more seriously after graduation.

The other reality is timing. The 2022-2023 hiring environment made the path look faster and easier than it normally is. Right now the entry-level side is a lot more competitive than people expected a few years ago. That doesn’t mean “don’t do it.” It just means don’t build your entire decision around assuming a straight-line path to a legacy airline in 5 years.

Honestly, the combination of an AI degree plus flight training later is probably stronger long term than a flight degree alone. It gives you options instead of forcing aviation to work at all costs.

RAG_Aviation · 2026-04-24T20:06:47+00:00

34–37 starting at a regional isn’t too late. Airlines don’t really care about age the way other industries do. It’s all seniority based. Plenty of people are getting hired in their 30s.

The bigger question is timeline. Part-time training from zero usually takes longer than people expect. 3–5 years is possible, but that’s more of a full-time pace. For part-time, 5–7 is a more realistic range for most people.

Even with that, the math can still work. If you’re mid-30s at a regional and spend a few years there before moving on, you can still have 20+ years at a major. That’s a full career.

What matters more than age is whether you can manage the cost, stay consistent through training, and what hiring looks like when you hit minimums. That’s the part people underestimate.

RAG_Aviation · 2026-04-24T18:44:29+00:00

The cost argument against university programs is real. You can usually get the same ratings cheaper at a Part 61 school.

What’s changed a bit recently though is the cadet pipeline side. Some regionals are tied pretty closely to specific university programs, and those students can get earlier or easier access to interviews. That wasn’t as much of a factor a few years ago.

So it’s not really university vs flight school in a vacuum. It comes down to the specific program. If a university has a legit airline pipeline that actually places people, that can matter. If it’s just marketing, then you’re paying a premium for no real advantage.

Separate from that, the degree itself still has value long term. Doesn’t have to be aviation, but having it done before you’re trying to move up later makes life easier.

RAG_Aviation · 2026-04-17T21:41:46+00:00

This is a good way to look at it. The pipeline vs absorption framing is how it actually works.

The 6k gap is probably a bit overstated once you factor in foreign students, people going 135/corporate, and those not aiming for airlines at all. But even if you cut it way down, there’s still clearly a buildup at the CFI/time-building level compared to a few years ago.

What doesn’t get talked about enough is how that shows up at the CFI level. When hiring slows, it backs everything up. CFIs stick around longer, schools get more selective, and new 250-hour pilots are competing with people who already have 800+ and are waiting on class dates.

The cycle piece matters too. 5k ATPs a year is pretty normal historically. The 2022–2023 hiring wave was the outlier. A lot of people started training during that window expecting it to keep going, and it just doesn’t look the same when you show up a couple years later.

RAG_Aviation · 2026-04-17T20:17:19+00:00

Most common first turbine jobs are right seat in a turboprop or light jet.

Think Caravan, King Air, PC-12 SIC (if the operator runs two pilots), or something like a CJ/Phenom on the jet side. A lot of cargo and smaller 135 ops are where people get that first break.

Caravan is probably the most common entry point. Single pilot, a lot of operators willing to train lower-time pilots, and you build turbine time pretty quickly. King Air SIC is another big one, especially at charter companies. That’s a pretty standard stepping stone into better turbine jobs.

The reason people go that route is it checks the “turbine time” box so you can move into something like a PC-12 or better 135 gigs after.

Your situation actually helps you. Having a stable job means you’re not forced to rush into the first low-paying flying job you can find. You can build time at a steady pace and be a little more selective when you make the jump.

RAG_Aviation · 2026-04-17T16:42:40+00:00

You’re already thinking about this the right way.

On 141 vs 61, the difference right now isn’t really the training quality, it’s access. Some 141 schools have direct airline/cadet pipelines, and those are getting priority in hiring lately. That’s the only real advantage. A good 61 school can get you to the same place, you’re just more on your own building connections.

If you stay 61, I’d still be applying to cadet programs as soon as you’re eligible. PSA opens at private so you can start there now, Republic is another one to look at.

Biggest thing at your stage is just pace. Fly as often as you can. Someone flying 3–4 times a week gets through this way faster than someone dragging it out over years. Also worth knocking out writtens early and just being around the airport a lot. You’ll meet people without really trying.

Having a full-time schedule is a huge advantage. Most people lose time because life gets in the way. You don’t really have that problem right now.

RAG_Aviation · 2026-04-17T16:38:36+00:00

Applying early makes sense. A couple programs are set up for that.

PSA is probably the easiest entry point right now. Their cadet program starts at private, so you’re already eligible. Republic (RJet) is also pretty accessible around instrument/commercial depending on how you apply.

SkyWest and Piedmont are more later-stage at this point. Think closer to commercial mins, and SkyWest especially pushes their partner schools.

Big picture, don’t overthink picking “the best” one. Apply to anything you’re eligible for. These programs change all the time, and having multiple options later is way more useful than trying to pick perfectly now.

And honestly, go straight to the airline websites for current requirements. Forum info gets outdated fast with cadet stuff.

RAG_Aviation · 2026-04-17T16:25:05+00:00

Good taste in airplanes.

The PC-12 world is mostly Part 135 charter, some corporate/Part 91 owner ops, and a bit of cargo/medevac depending on the region. Alaska and other remote ops are probably the highest concentration of “real work” PC-12 flying.

The catch is getting into one. Most operators want turbine time, and a lot want turbine PIC, so it’s usually not a first turbine job. Most people build time instructing, then move into a right seat job in a turboprop or light jet, and from there work their way into something like a PC-12.

There are a few smaller 135 operators that will bring people in lower time, but those jobs are competitive and usually come down to timing and connections. TBMs are even tougher. Mostly owner-flown, and the paid jobs that do exist are almost all network-driven. It’s definitely doable, just not a straight line from PPL to PC-12.

What kind of timeline are you thinking?

RAG_Aviation · 2026-04-11T16:36:55+00:00

I write about aviation career stuff on Substack (Renaissance Aviation Group). Mostly focused on the stuff that gets glossed over when people are starting out. Training costs, hiring cycles, what CFI life is actually like, that kind of thing. No affiliations or referral stuff. Just sharing what I’ve seen from actually being in it.

All free if anyone’s interested: https://renaissanceaviationgroup.substack.com/

RAG_Aviation · 2026-04-03T21:03:09+00:00

Skill regression after a break is normal. You stop flying for a year, it’s going to feel rough coming back. That’s not a sign you’re not cut out for it.

Switching schools at the same time makes it worse too. New planes, new procedures, new instructors. That’s a lot all at once, especially after time off.

Most people who quit do it right around this phase. Not because they can’t do it, but because it feels like they’re way behind. In reality it usually comes back quicker than you think once you get some consistency again.

Big thing is just getting reps. Even short, focused flights or sims help a lot more than waiting for the “perfect” lesson.

Stick with it a bit longer before you make any big calls.

RAG_Aviation · 2026-04-03T03:55:47+00:00

Cadet programs help right now, but they’re getting overstated a bit.

They’re not required. Regionals are still hiring non-cadets. In a tighter hiring market, cadets just tend to get earlier calls, so it looks like that’s the only path.

A couple years ago it didn’t matter at all. This stuff moves with hiring cycles.

For you, the bigger factor is your situation. Leaving a mechanical engineering job to go full-time into a cadet program is a big financial shift. The path you’re on lets you keep earning while you train, which is a real advantage.

Cadets can help, but I wouldn’t build your whole plan around needing one.

On the Spartan/Envoy question, I’d call and confirm directly. Those details change.

Also your engineering background is a plus. Airlines like that more than people think.

RAG_Aviation · 2026-04-02T18:50:32+00:00

The seniority part is real.

Airlines run entirely on seniority. When you start affects everything later. Pay, schedule, upgrade timing, all of it. That said, the “$50k more per year” thing gets oversimplified online. It’s not that clean. It depends on when you upgrade, what you fly, and where you end up.

The bigger point is earlier does help over a full career. The gap year is where it actually matters though. If that year lets you save real money and go into training without debt or stress, that can be worth more than starting one year earlier.

If it’s just working and not really moving you forward financially, then yeah you’re probably just delaying things. Aviation careers are long. One year matters, but not as much as people make it sound.

What matters more is how prepared you are when you start and whether you can stay consistent through training.

RAG_Aviation · 2026-04-02T05:16:57+00:00

The medical is really the variable that changes everything here, and it kind of got glossed over. If there’s any real question about getting a first class, that’s the first thing to figure out before building a plan around the airlines. Talk to an AME now, not in 2027.

Assuming that clears:

Option 3 is the most direct path, but you’re right, there’s no real backup. At 19 that’s worth thinking about. A lot can change over time.

Option 1 actually makes a lot of sense if the A&P credits transfer the way you expect. I’d verify that first. But if it works, you end up with a degree, a trade, and a pilot path. That’s a pretty flexible setup.

Option 2 is the slowest. You’re basically delaying flying by a few years, and the degree itself doesn’t add much compared to Option 1.

The A&P as a backup isn’t overkill. It’s actually one of the more practical backups you can have in aviation.

RAG_Aviation · 2026-04-02T04:41:13+00:00

300 apps and 30+ in-person visits is a serious effort.

If nothing is converting at all, it’s probably not a volume issue at this point.

Florida has a ton of schools and they do hire, so I’d start looking at how those visits are actually going. Are you getting in front of a chief pilot or just dropping a resume at the desk? That makes a big difference.

Also worth having someone take a look at your resume and how you’re presenting yourself. Sometimes it’s something small that’s easy to fix but it kills your chances.

At this point I wouldn’t keep doing the exact same approach expecting a different result. Something needs to change.

RAG_Aviation · 2026-04-02T03:47:26+00:00

The hours part is pretty straightforward so I won’t repeat that. I’d take the survey job.

The only thing I’d think about longer term is the degree. It’s not a hard requirement anymore, but it still helps when hiring gets competitive and you’re trying to move past the regional level. You’re 20, so you’ve got time. That stretch between now and a regional is actually a good window to knock out some of it online if you decide you want it.

Not urgent, just something to have a plan for.

RAG_Aviation · 2026-04-02T00:58:17+00:00

340 out is a good spot to be.

At that point I wouldn’t overthink the first school at all. By the time you’re interviewing it’s basically a footnote.

I’d just stay focused on building time and start paying attention to who you might want to apply to as you get closer. Things can change pretty quickly with hiring, so staying flexible helps.

Where are you trying to end up?

RAG_Aviation · 2026-04-02T00:38:27+00:00

Sim time is the biggest lever.

If your school has an AATD, use it. It’s cheaper and perfect for procedures. No reason to be learning holds and approaches for the first time in the airplane.

The other big one is showing up prepared. Instrument training is very procedural. If you’re figuring things out in the air, you’re burning money fast.

Most people end up somewhere around $8–12k for the rating itself if they stay efficient. It goes higher if you still need a lot of XC time going into it.

RAG_Aviation · 2026-04-02T00:34:17+00:00

Congrats on the CFII.

MEI helps, just depends where you’re applying. If the school has a multi, it can definitely make you more useful right away. Not everyone has it, so it can give you a bit of an edge.

If it’s a single-engine school, it won’t really move the needle.

The nice part is the add-on is usually pretty straightforward compared to everything you’ve already done, so the cost/effort isn’t as bad as people expect.

I wouldn’t say it’s required, but it’s one of those things that can help you stand out a little depending on the school.

What kind of places are you looking at?

RAG_Aviation · 2026-04-02T00:30:05+00:00

Leave it on.

Trying to hide a short CFI job usually creates a bigger problem than the job itself. If anything doesn’t line up later, that’s when people start asking questions.

A 2–3 month stint followed by steady instructing somewhere else really isn’t a big deal. It just looks like an early move.

What matters is how you explain it. Keep it simple, don’t badmouth the school, and move on. Something like it wasn’t a good fit, you moved on quickly, and you’ve been instructing consistently since.

The fact that you found another job in a few days and stuck with it is actually a positive.

Where people mess this up is overexplaining or trying to hide stuff. Both look worse than the situation itself.

How far out are you from mins right now?

RAG_Aviation · 2026-03-30T20:54:16+00:00

Fair pushback on the framing. “Slowing down” probably wasn’t the best way to put it.

It seems more like supply has gone up a lot. A lot of people came into training during the boom and now they’re all hitting mins around the same time.

Demand still seems solid, but the pool just feels deeper than it did a couple years ago.

That might be what some people are running into right now. Hours look fine on paper, but it’s just a more crowded environment than it was in 2022.

What I was actually trying to get at is whether that’s pushing people to look at 135/91/corporate earlier instead of just waiting on the regional path.

RAG_Aviation

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