Can you tell us about yourself?
Hello, my name is Erhan Yalnız. I’m 27 years old and a graduate of Marmara University with a degree in Computer Engineering. I have been training as a pilot candidate at TAFA for about a year now.
Did you apply here right after your undergraduate studies, or did you have work experience first?
I had work experience first. During my undergraduate studies, I was already gaining professional experience in my field. After graduation, I spent about a year and a half working in the Netherlands. Then I applied to the program, and the moment I submitted my application, I made a firm decision to return.
So how did you decide to apply—especially while you were in the Netherlands?
The first reason was that I was genuinely missing my country. The second is that becoming a pilot had been a lifelong dream of mine since childhood. Back in high school, I came across TAFA’s recruitment ad, which at the time only accepted engineering graduates. One reason I chose to study engineering was, in fact, TAFA. After graduating from Marmara University, I sought practical experience in my field, so I started working in my profession. During one of my visits to Türkiye from the Netherlands, I had the chance to visit a cockpit. A captain pilot I knew happened to be flying that day, and he invited me in after landing. That first-hand experience was pivotal; I made my decision right then and there. I applied to the program and realized I didn’t want to pursue any other career. What had been a long-standing dream suddenly became a clear and definite choice.
When did you apply to the ad?
I submitted my application in November 2023, and my process started right afterward.
How did the process unfold after you applied?
Soon after applying, I received the date for the English exam. Not long after that, I received an email about the DLR test, which is now known as PACE. The process then continued step by step with the CRM interview, the panel interview, and finally the medical examination. To sum it up: I succeeded in all of it by working very hard. It was such a unique and rewarding experience that I’ll always see it as one of the best moments of my life. During that time, the company staff and the recruitment team were incredibly supportive. Even from the first stage, the English exam, I already felt like I was part of Turkish Airlines. That feeling carried me through the whole process, and I kept working in a way that I believed would be worthy of that responsibility.
Were all the stages face-to-face?
The English exam wasn’t face-to-face; it was online. It used to be in person, but now it’s held virtually. Of course, this is a basic exam. Additionally, we’re expected to take IELTS, which has international recognition, and achieve a score above a certain threshold.
How much time passed between your first exam and the day you signed your contract?
If I include the English exam, I’d estimate around six months. The process moved very fast. Even though I had to wait for fleet planning after passing the medical stage, we were kept updated regularly. Five days after signing the contract, we started training in Aydın. June 5 was the signing day, and by June 10, we were already at TAFA. I’ve now been here for a year.
How many stages did you go through before starting the training?
There were five stages in total: English, DLR (now called PACE), followed by the CRM interview, the panel interview, and the medical stage. Four of these are exams, and one is a medical screening.
Could you tell us a bit about the training you’ve received so far?
We spend about five to six months on theoretical training here. After that, we move on to flight training, and overall, we graduate in a record time of roughly 14 to 15 months. That’s when we finally achieve our dreams. Both theoretical and flight training are divided into phases. The theoretical part includes fourteen courses. We complete these here and then take preliminary exams organized by our academy. Based on our performance in those exams, the company sends us to take the official ATPL exams at the Directorate General of Civil Aviation. The passing score is 75; once we achieve that, we are considered successful in the course. After passing all the ATPL exams, we have completed the basics of theoretical training. Then we move on to flight training; first learning how to fly, and later continuing with flights under VFR and IFR procedures.
How many courses do you take during the theoretical training phase?
We take 14 courses in total. This adds up to 750 hours of classes under TAFA auspices, and we have 14 exams. After that, we take the official exams at the Civil Aviation Authority’s Exam Center. Once this process is completed, we move on to the flight training, which is also divided into phases. For example, in the initial phase, there are 21 tasks. After completing the first solo flight, some of these tasks branch into subcategories labeled A, B, and C. In Task 21, for instance, you have three separate flights: one with an instructor and two solo. This phase focuses on learning to fly the aircraft and gaining experience, which is why all flights at this stage are local. Next comes the navigation stage, where flights are no longer limited to local areas, and you start flying to different regions and cities. After that, basic instrument training and night flights begin. Personally, I find night flights to be among the most enjoyable parts. Following this stage, you move on to procedural instrument flying, which is basically what we’ll be doing throughout our careers.
Which stage are you in right now?
I’m currently in the instrument flight stage. I have about a month and a half to two months left.
After that, you’ll graduate and head to Istanbul for type rating. How long does the training in Istanbul last?
The training in Istanbul lasts between four and six months. However, this can vary due to operational reasons. Just as we had to wait here for fleet planning, in Istanbul as well, a fleet assignment and a comprehensive program must be arranged before training can begin.
You returned to being a student after working for a while. How does it feel to go back to student life after one and a half to two years following university?
When we arrived, it didn’t feel like we had fully stepped back into a student role, as we were aware that we were employees and carried that awareness with us as we moved forward. That said, starting from scratch to learn something new, especially something you’re so passionate about, is invaluable. I’ve always enjoyed being a student, and I genuinely feel happy here. I feel like I belong.
Looking back, what has been the most challenging part of your training so far? Think of both theory and flight.
I’d say both time management and the 5–6 month theoretical training phase. During the theory part, you’re in a classroom overlooking the apron, with planes sitting right there, and the hardest part is having to be patient before you get to fly them. Sometimes it gets frustrating, and you find yourself thinking, “Come on, let’s fly already.” Once you move into flight training, time management becomes crucial again throughout the entire process. But you pick up this skill naturally along the way and end up mastering it without even realizing.
Which part has been the most enjoyable for you: theory or flight?
Definitely the flight part. Being able to experience everything you learned in theory is incredible. The stronger your understanding of the theoretical side, the more smoothly you progress when you’re actually in the cockpit. You adapt faster. And after spending so many months studying, finally applying it in practice is a massive source of pride.
How does the exam system work, and what happens if you fail?
During the theoretical phase, there’s a safeguard against failing. After completing a course, we take a test here before taking the Civil Aviation Authority exam. This test shows the academy how much we’ve improved, and only then are we sent to the official exam. Overall, we’re allowed six attempts. Usually, we finish all 14 exams within three attempts, but officially, we have six tries. For each subject, you can fail up to four times, but of course, no one here ever comes close to using all those chances.
In some of the cabin crew exams, candidates are required to score 100. Is your system different from that?
Actually, it’s the same for us. Our ground training does not end once we move on to flight training. Instead, it continues on a phase-by-phase basis. Before each new phase, especially before we start learning the aircraft itself, we receive detailed phase briefings as well as in-flight briefings. At the end of these stages, we take emergency and performance exams. The aircraft’s Pilot’s Operating Handbook (POH) includes performance limits and all the critical information we are required to know, and we are expected to have fully mastered it. After all, we are the ones flying the aircraft, and we must operate and land it safely. To ensure this level of knowledge, we are given short exams during our ground lessons. In emergency-related exams in particular, achieving a perfect score is mandatory. All of these exams are administered under the Turkish Airlines Flight Academy (TAFA).
What happens if you fail?
No one has ever failed. As I mentioned before, everyone here progresses with full awareness of their responsibilities, so I’ve never seen anyone fail. After each flight, the instructor who flew with you evaluates your performance on a form. If a problem occurs, the reasons behind it are investigated, and all evaluation forms are reviewed. It might have been something sudden or personal; you may not have been able to study, you might have struggled, or perhaps stress was too much. Anything can happen. In such cases, you’re given another chance.
Do you prepare for every class? Do you need to study the night before? How much time do you usually spend?
You actually start establishing this routine during the application process because being a pilot requires a systematic lifestyle. I didn’t have any trouble adjusting to this discipline once I began training at TAFA. During the theoretical phase, the material covered during the day is reviewed in the evening; you go over questions and ensure you’re prepared for the next day. Otherwise, it piles up and becomes hard to catch up.
A similar structure is used in flight training. The syllabus outlines the content of each task, and before you even get in the air, you’re expected to know this information. During the early tasks, even though we don’t yet know how to fly, we’re required to have the theoretical knowledge of what we’ll be doing. Instructors demonstrate first, then we try it ourselves. The entire process moves forward in a well-organized and educational way.
What is the main difference between theoretical and flight training?
In one, you’re learning the foundation; in the other, you’re putting it into practice—and when you do, you feel a great sense of pride. During theoretical training, you can’t wait to actually fly, so the joy of flying itself feels completely different. It boosts your motivation. For example, on my very first flight, seeing the aircraft take off and looking down at TAFA from the air made me genuinely happy and lifted my motivation even more.
How did you feel on your first solo flight?
I will never forget my first solo flight; it was truly an incredible experience. Up until the 16th flight, we train with our own instructor, and on the 17th flight, we take the solo check. During the solo check, you fly with a different examiner, and you must complete three safe and secure landings. At the end of those three landings, the instructor evaluates you and decides if you’re ready to fly alone. Once that decision is made, you drop the instructor off at the apron. Then, you take off again, and after completing a circuit, you’re expected to make one landing on your own. I was always very close with my first instructor, the one who taught me how to fly, so every time I fly solo, it feels as though he is still sitting next to me. Of course, the emotions of that very first solo are on another level. For example, as soon as the examiner stepped out of the plane, my eyes immediately welled up. Then, while taxiing, I happened to see a dear friend from the upper squadrons—someone who had taught me a lot about flying. He was returning from his flight and taxiing toward the apron as I was taxiing out. Seeing him added even more to the excitement. Despite all that, it still felt as though my own instructor was beside me, and I carried out the flight. When I landed, it seemed like it was over in an instant, and I remember thinking, “Was that it?”
In driving lessons, the instructor can step on the brake if needed. During flight training, can your instructor intervene similarly, or is the control entirely yours?
Of course, our instructors want us to experience things firsthand, so they try not to touch the controls unless absolutely necessary. On training flights, they step in only if there’s a real need, but otherwise, depending on the task, we’re usually flying as the PIC (Pilot in Command). In some flights, the instructor is logged as the PIC, but even then, they leave most of the responsibility and handling to us so we can gain experience and learn more effectively.
What happens in the cockpit before the solo check? Does your instructor give you commands, or do you rely on your knowledge and receive corrections as you go? How does communication work during a flight?
Before the flight, we run a mental simulation ourselves. An hour before the flight, we go into the briefing prepared, and sometimes we even simulate the flight with the instructor during the briefing. We receive detailed instructions while still on the ground, explaining what to do and how to do it.
In such a disciplined process, how do you maintain physical and mental balance? Are you able to make time for your hobbies, family, and social life?
Being healthy is very important to us, and I started this journey with that awareness. I exercise regularly and try not to interrupt that routine as much as I can. Since flight times change every day, I readjust my daily schedule based on the day’s conditions. Over time, you learn how much time to dedicate to each activity. Training is my priority, but I still make time to see my friends, visit my family, and enjoy my hobbies. My family lives in İzmir, and I’m lucky to be able to reach them within an hour from here.
Of course, sometimes you have to give things up. For example, if a subject I need to study after a flight won’t be done in three hours, I might cut back on exercise or social activities. Sleep is also vital because you need to arrive for a flight rested and alert. Things move very quickly in the air, so if you make a mistake, you must instantly put it behind you and refocus on the task. That’s why maintaining balance both physically and mentally is one of the most essential parts of this profession.
Mental determination is a vital element of the training; how do you address this aspect?
I’ve truly embraced the approach, moving forward based on priorities and trying to balance everything at once. If I ever need to shift time from one area to another, my training always comes first.
You spend most of your time here with the other candidates. How is the communication among you? What kind of bond have you built here?
Here, we don’t just see each other as friends or colleagues; we see one another as wingmates. Our goals and dreams are shared, which is why we move forward shoulder to shoulder, always supporting each other. Even when you run into someone from a different flight group, you hug them and share your experiences. It’s not only what we learn from our instructors in the cockpit, but we also exchange a lot of knowledge among ourselves. We share, teach, and learn from one another. For example, in our CRM stage, none of us are rivals; it’s all about teamwork. That’s precisely how we’ll work together in the cockpit later on, and it’s the same in every aspect here.
Do you meet or know pilot candidates training outside TAFA?
From the outside, the aviation world seems huge, but once you’re inside, you realize it’s not that big. You get the chance to meet many people working in aviation. For example, before I started here, I attended the IFTE fair, where I also visited TAFA’s booth. I had the opportunity to explore other booths as well and met many people. Even though we may train in different locations, since our goals are the same, we still cross paths with many people, which is very valuable. The only difference at TAFA is that we’re in an integrated training program, where the process moves a bit faster, and I definitely see that as an advantage.
Where did you stay during your time here? Did the company provide you with accommodation?
Of course, the company has partner hotels, and we can stay in those. I’ve been staying at a hotel since I first arrived. If you prefer to rent a place, the company provides housing support equal to the minimum wage. With that allowance, you can move into your own place. So really, the choice is entirely yours.
Do you also receive a salary to cover your living expenses?
Yes, we do. Along with our salary, we also receive certain benefits, and the company ensures we have everything we need from A to Z. For meals, accommodation, and transportation, there are many options available to us, which is a huge advantage.
What does an average week look like for you during this process?
Every day, we prepare ourselves according to the set schedule; we follow a systematic routine. For example, we can estimate how much we need to study for a specific stage or flight, and we plan our day accordingly. Here, we might fly for about six days in a row, and the seventh day is usually our day off. If we are scheduled to fly six consecutive days, we stick to our routine: complete the flight, then spend the rest of the day meeting with friends and studying.
Where do you see yourself in your pilot career, and what are your expectations?
I see myself becoming a highly successful pilot who can inspire others. I would also like to explore different areas within the profession, particularly by further developing myself in Crew Resource Management and eventually taking part in CRM training. At the same time, I aim to continuously enhance my skills across various aspects of the aviation industry. Ultimately, my goal is to reach a point where my company, my family, and my country can always be proud of me.
Do you have a favorite aircraft type?
I admit I tend to prefer Boeing more. But in reality, the best aircraft is the one you’re flying. For me right now, that’s the Cessna. Subsequently, whichever type I’m assigned to in two to three months will be the best one.
How do you think artificial intelligence will affect piloting?
Artificial intelligence is certainly a valuable and helpful tool. However, because it lacks human thoughts and emotions, I don’t believe it will ever replace the profession of piloting. I’m convinced there should always be at least one pilot in the cockpit; ideally two. AI, in my view, can only serve as a support system, not as a substitute.
What qualities would you want your second pilot in the cockpit to have?
I believe the individual must value teamwork. Our responsibility is huge, and this isn’t a profession where stubbornness gets us anywhere. We carry hundreds of lives on board. The most important duty for us is to ensure the aircraft arrives safely from point A to point B. Sometimes that means diverting, and other times it involves handling an emergency. All of these decisions must be made collectively.
In an emergency, do you think someone with no experience could land a plane?
If they play Flight Simulator or have Bruce Willis sitting next to them, then sure, they could land it (just kidding). But in reality, I don’t think that’s possible at all. Before starting flight training, we used to tell ourselves, “We’ll manage somehow, just flare like this or that.” But once you’re actually inside the aircraft, it’s nothing like that. Air density is a major factor, as are the bumps along the runway. Weather conditions, temperature, density—so many different factors come into play. Beyond that, both theoretical and practical knowledge are absolutely essential, which is why I don’t believe someone inexperienced could do it, even with guidance.
If someone wants to apply today, what should they focus on most?
First, they need to clearly decide if this is truly the career they want and if they can see themselves doing it in the future. That clarity is essential for progressing smoothly through the process. Aviation is a broad and fascinating field, with many resources available online for anyone interested in learning more. Additionally, our company provides all necessary materials and guidance, both during recruitment and throughout training. By using these resources, candidates can establish a steady study routine and boost their knowledge with additional materials, such as books, documentaries, and accident reports. From the moment I applied, I also set a routine for myself; reading accident reports and watching documentaries daily, alongside my regular studies. The incidents shown in these reports contain valuable lessons for the entire industry. Therefore, being open to learning and staying curious are what truly make a difference in this profession.
What was the most exciting moment for you during this entire process?
Whether it was my solo flight or during the interview stage, I felt very excited. But I don’t think I’ll ever forget the moment I first stepped onto the Sedat Şekerci Campus.
