To start, could you tell us about yourself?
I’m Büşra Yüksel Dağar. I am currently training at TAFA in the 127th squadron. I graduated from Ege University with a degree in Landscape Architecture and completed my final year of undergraduate studies in Italy. After returning, I actively worked in İzmir as a project manager and site supervisor. Simultaneously, I earned my master’s degree from İzmir Katip Çelebi University. Before starting here in 2024, I was pursuing my doctoral studies and working on 3D visualization projects. Then I applied to TAFA, and I’ve been here for about a year now.
How did you decide to apply?
I first learned about the opportunity when I talked with friends who had graduated from TAFA. After that, I started researching the profession itself, asking questions like, “What does this career demand of you? Can you truly meet those expectations?” The more I explored it, the more I realized how prestigious, dynamic, and active the profession is. The fact that it’s a career where I can constantly improve myself played a big role in my decision to apply. When I realized that pursuing this path with a national flag carrier like Turkish Airlines would provide me with the opportunity to advance my career goals, I knew it was the right choice.
How did the process unfold after you applied? How long did it take?
The application process started online through the Turkish Airlines career portal, where I filled out a form. The first stage was an English exam, which we took face-to-face on computers. After that, we moved on to the DLR test, designed to assess our psychomotor skills. At each stage, you only advance if you pass. Next, I took part in a competency assessment and worked on CRM exercises. The final steps included a panel interview and a comprehensive medical screening. Overall, the process took about six months from start to signing, at which point I officially joined the Turkish Airlines family. Including the health check, the entire process involves five stages.
How soon after signing did you start training?
We signed the contract in Istanbul, and just two days later, we began our theoretical courses here. As soon as you sign, excitement kicks in, and you’re ready to go. What made me the happiest was that there was no long wait in between. As soon as we arrived, we had orientation, and classes started right away. In fact, the first lessons had already been scheduled before we got here.
How much preparation did you do? Is it really necessary? What happens if you take the test without preparing?
You can, of course, take the exam without preparing, but the real question is whether that’s a risk you’re willing to accept. For me, it isn’t. As with anything in life, you might show up unprepared, but I’d rather not take that chance. Every test comes with its own focus and its own way of studying, so you really have to treat each step as a challenge on its own. Take the English test: if your level is already solid, you don’t need to spend months on it. In my case, having an academic background, I had already taken exams like the IELTS, so I felt confident. For the competency stage, the institution sends out a briefing email in advance, and I found the time between that and the exam more than enough.
The CRM (Crew Resource Management) part is different; it’s about expressing yourself clearly. You have to be ready to answer questions like “Why are you here?” or “Why did you choose this path?” directly and honestly. Reading alone won’t do; I also drew on books written by captains, interviews they’d given, and even online posts. The key is to combine what you’ve learned with your own experience and put it into your own words. Finally, when it comes to the panel interview, you’re assessed not just on your skills but also on how well you fit with the company’s culture. By then, you’ve already gone through all the earlier stages and can confidently step in.
What was the most challenging part of the process, in your opinion?
The most challenging part of the process was the CRM stage. That’s when you go through the competency assessment as part of a team. You’re given tasks to complete together, but at the same time, you’re being evaluated individually. It’s not just about working with the group; it’s also about showing who you are, convincing others, and staying fully aware of what you’re doing. For me, that was the most critical step, which is why I spent a lot of time reading and preparing specifically for CRM.
How was the health evaluation process?
The aviation industry follows strict international standards which require more than basic board reports. There are specialized hospitals authorized for this purpose. In Türkiye, SHGM (the Directorate General of Civil Aviation) appoints aviation hospitals and medical examiners. You can only visit these approved centers, and the evaluation results in a “Class 1” certificate. The system is rigorous, but once you start training and flying, you’ll understand why it has to be that way. Your duty to protect human lives requires you to stay in excellent physical and mental health. The process begins early in the morning with a blood test and continues throughout the day, as each department conducts its own checks. At the end of the day, you receive a sealed envelope with your medical report, which you then submit to the company, whose doctors make the final assessment.
Can you tell us about the training you’ve received so far?
We start with 14 ATPL theory courses. These cover the fundamentals of aviation, including subjects like aviation law, meteorology, and the principles of flight. The courses are divided into phases. In the first phase, we take four classes. Once we have completed the required hours, we take the exams administered by the SHGM. If we pass successfully, we move on to the next phase.
After completing all 14 courses, we’re ready to begin the flight phase. Before actually flying, however, we spend a few days on ground training—two to three days of lessons meant specifically to prepare us for flight. Then comes the initial stage, our very first flights. From there, we move on to solo flights, finish our PIC (Pilot in Command) training, and finally reach the last step before graduation: the instrument rating (IR) stage, which focuses on flying by instruments. That’s actually the stage I am in right now.
When are you permitted to fly solo?
This isn’t an individual process; we follow TAFA’s training manual. For example, at TAFA, you first complete flights with your instructor that focus on air maneuvers and landing practice, up to the 17th sortie, which is the solo evaluation flight. At that point, another check pilot evaluates whether you’re ready and fit to fly solo. If you’re deemed ready, you’re cleared for your very first solo flight. From there, we begin our solo assignments and complete 39 hours of PIC (Pilot in Command) solo flights. After that stage, we move on to instrument training again with our instructors.
What happens if you fail an exam?
Looking at the theory exams, the pass mark set by the SHGM is 75%. If you score less than 75 points, you are to retake the exam. We don’t set these rules, but they apply to all general aviation through SHGM. You have six attempts in total, and you’re expected to pass your exams within those attempts. So, failing one exam doesn’t mean the process is over for you.
During the flight phase, after the initial flight, the control pilot may decide that a cadet isn’t yet ready to fly solo. In that case, TAFA considers a retraining option. If approved, you’ll be scheduled for another sortie with your instructor to review and practice. Afterwards, you can retake the solo evaluation flight with a different control pilot.
What is it like to be a student again after college?
I never really liked weekends; I’ve always enjoyed school. I like being in places where people work and learn together, so for me, this feels just like a campus, and that’s something TAFA really provides. At a private flight school, you go back and forth to your individual lessons. However, here at TAFA, we’re genuinely on a campus, which creates a sense of community and support. You can share your excitement with others. For example, when you go up for your very first flight and then come back down, the first person you see is your fellow trainee.
We heard that after your solo flights, you toss a bucket of water on each other. Is that true?
Well, it’s not exactly a bucket, but yes, we do splash each other with water. Here, the “soaking ceremonies” are a group event. We all head out onto the apron together, the fire truck arrives, and while we do push-ups on the ground, they spray us with the hoses. Honestly, it’s one of the best parts of the whole experience.
Is your squadron made up of people who started at the same time as you?
Yes. For example, there are 28 of us who signed up on May 13, and we make up the 127th Squadron. At TAFA, we started our theoretical training together and have continued it into the flight phase as a group. The ground classes during the flight stage are also held in the same classroom, just like the courses we took at university.
When we begin the initial flight phase, we are split into smaller groups of two or three to train with different flight instructors. Within those pairs or trios, students become each other’s “buddies,” starting a journey where they support and challenge one another.
How do you conduct flights while receiving training at the same time?
In the initial flight assignments, students who share the same instructor are scheduled to fly back-to-back. We arrive together and begin the day with a briefing. We attend the briefing session as a group, where our instructor explains what we will do that day. We review emergencies and procedures. Then, one of us goes up for the flight while the other waits. Once all flights are finished, we have a debriefing to review the entire day. After parting with the instructor, we continue working with our buddy. Based on the instructor’s feedback, we practice together. As the phase progresses, the process becomes more individual. Once you move on to solo flights, everyone begins flying according to their own schedule.
Are you able to keep up with your hobbies and spend time with friends?
Since most of us came here for training, our friends are basically our fellow cadets. We also hang out with them outside of school, sometimes grabbing coffee in the evenings. So yes, there’s definitely time for that.
Are your trainings five days a week, or do they sometimes extend to six?
Usually, it’s five days a week, but sometimes it can extend to six. Of course, we always receive our minimum rest periods, so that’s not an issue. Depending on the workload or weather conditions, your flying days may vary. For example, if it rains and we can’t fly, we use that day to rest, and the flight schedule is adjusted accordingly. There’s no strict rule that it’s always five or always six days, but on average, you can consider it five. Rest periods are always scheduled according to the regulations.
Do you get to see friends often who aren’t part of this program?
This kind of group is appealing because you genuinely want to see your friends outside of it as well. Aviation has its own language, and to truly understand it, the person you’re talking to must have gone through the same experience. Inevitably, you become closer to people in the field. For example, if you get really excited one day after a great experience and want to share it, the person you’re telling must have gone through the same experience to truly understand what you mean.
As a student, can you benefit from the same opportunities available to university students?
According to TAFA’s standards, we are considered students, but in the eyes of Turkish Airlines, we are actually employees. So, in practice, we don’t appear as students in systems like MERSİS or e-Devlet; we are listed as employees. That’s why we can’t take advantage of extra student discounts. However, since we are here at TAFA, we can use the discounts available through its partner institutions.
What kind of support does Turkish Airlines provide you at this stage?
While studying here, we receive a salary. Turkish Airlines also gives us the option to stay at a hotel or get rent support to live in an apartment. We’re provided with daily meal allowances as well. If you’re staying at the hotel, breakfast is already included, and for lunch and dinner, we use meal cards. So, on that front, everything runs smoothly.
What’s your favorite class?
I chose Aircraft General Knowledge (AGK) as my favorite subject because I found it so interesting that it almost became my hobby. I spent time watching aircraft engine videos before starting my education at this institution. What I loved most about the AGK lessons was exploring engine structures and the different components of an aircraft. Learning the way an engine works, its operational requirements, functions, and internal processes when starting up completely fascinated me.
During your training, are you expected to write papers, prepare assignments, projects, or presentations?
Instructors don’t necessarily assign homework, but we are expected to prepare for the ATPL exams. For example, in the next class, you might be asked about a specific component or procedure, and you’re expected to know it. So even without an official assignment, there’s already an expectation for you to come prepared. This is because, to answer questions and fully understand and progress with the subject, you need that preparation.
What is the main difference between theoretical training and flight training?
Understanding and explaining something while sitting down is actually quite easy. But when you’re flying an aircraft, one hand is on the control column, the other on the throttle, and your eyes are outside. You have to manage several tasks at once. That’s really the biggest difference between practical application and theoretical knowledge. In our classes, we learn a lot in theory, but it’s when we apply that knowledge in a three-dimensional flight environment that we truly feel ourselves improving.
How did you feel on your very first solo flight?
I still remember the registration code “Juliet Zulu Bravo.” We started with three landings. After the third one, my instructor said on the apron, “I’m sending the student for solo,” and got out. I’ll never forget the moment I glanced over at the right seat; it was empty. That’s when it hit me: “Now you’re on your own, everything depends on you.” I reported my status to the tower and took off. The flight was incredible. When I landed, the first thought that crossed my mind was, “That went by so fast, I wish I could stay up a bit longer.” The excitement makes it all fly by in a rush, and once you land, it’s straight back to flying with your instructor. But the feeling of that moment is unlike anything else.
Which part was the most fun for you?
I most enjoy going out to the apron at sunrise for a flight.
We know piloting demands both physical and mental effort. How do you manage this process?
There’s a walking path right in front of my house, and I use it regularly. I walk regularly. You really need to stay physically fit because, although the job might seem glamorous from the outside, it’s actually an extremely disciplined profession. Every year, you have a medical checkup, and to prepare for that, you watch what you eat. Personally, I never skip breakfast, and throughout the day, I try to eat foods that are rich in nutrients.
Additionally, when you arrive for a flight, you need to be mentally prepared and able to stay calm during critical moments. That boils down to self-discipline. Even just being here requires adjusting your sleep schedule; discipline really begins from that point onward. I make it a priority to get at least seven to eight hours of quality sleep every night.
Where do you see yourself in your future pilot career?
My primary goal is to succeed as a first officer by flying safely and contributing meaningfully to the team. Beyond that, if possible, I’d like to advance my career on wide-body aircraft. I don’t have a specific preference between Boeing and Airbus.
What does a typical week look like for you? What’s your daily schedule from morning to evening?
I wake up in the morning, take a shower, and start getting ready. While I’m getting ready, I usually watch a video or listen to something, so I make good use of that time. I leave home about two and a half hours before my flight. One hour before the flight, I need to be here for the briefing, where I get the necessary information. By then, I’ve already met with my instructor.
Let’s say my flight that day is three hours and is scheduled for 10 a.m. I’ll be back by 1 p.m., and then we have about an hour for a debriefing. After reviewing the flight, we close that day’s session. Then I head home. If I leave around 2, I’ll get there by about 3. Afterwards, I rest, have dinner, and maybe watch a series. Then I prepare for the next day since our flight schedule is announced in the evening. Once I finish my prep, I wind down and go to sleep. The next morning, I wake up and repeat the process.
You spend almost all your time with other pilot trainees. How would you describe that bond? Is it like the connection people form in high school, university, or during military service?
Here, you don’t have your family or close friends from outside, and you’re constantly with fellow trainees. After a while, seeing your squadmates feels like seeing family. If I don’t see my friends here for 5–10 days, I genuinely miss them because our shared experiences tie us together. One day, you come back from a flight overjoyed, and your friend is sitting there with a coffee, you run over and hug them. Another day, your flight doesn’t go so well, you come back upset, and that same friend comes over to hug you.
Do you share your notes with the other trainees?
Yes, because this isn’t a system where the top student wins and the last one is eliminated. We were all chosen as part of the squad, and there’s no more elimination. We’re not competing against each other; instead, we’ll graduate together and move forward as squadmates and wingmates.
Do you know pilot trainees outside of TAFA?
Yes, I do. We all learn the same things under the same regulations. While the number of flight sorties may differ, the total flight hours are the same. They train according to their own company’s principles and conditions, and I’d say we’re all moving toward the same goal, just along slightly different paths.
How do you think the growing number of women pilots is affecting the sector?
In my opinion, the rise in the number of women pilots adds diversity to the industry and brings new perspectives. Beyond that, we continue working together. I don’t feel any difference or lack.
How do you think artificial intelligence will affect this sector?
We can already see that nothing remains the same in the face of change. I believe AI will one day become our colleague in the cockpit. It will become part of CRM, something we observe and work alongside.
However, I don’t think cockpits will ever be fully entrusted to autonomous systems, nor do I believe society is prepared for that. There’s also the issue of trust. For example, if you told people boarding a Boeing 737 with 150–160 passengers that no one was in the cockpit and the plane was flying entirely autonomously, many would panic once they are in the air.
At the most advanced stage, we might only have humans as supervisors. But that’s a scenario for a very distant future, made possible by much more advanced technology. I believe there will always be a human presence in the cockpit.
Many men believe they could land a plane in an emergency. What would you say to them?
Landing an aircraft requires serious training and disciplined practice. I can’t say how possible it is with just instructions or whether it would be safe. Our more experienced captains would know best. A plane isn’t like a car that you can just “turn off” and park; there are many variables at play. Wind, weather, temperature differences, and air density are just a few. It’s not only about controlling the aircraft itself but also interacting with the environment around you and the runway.
What is the most important quality you look for in the pilot sitting next to you in the cockpit?
The ability to communicate effectively stands as my top priority when selecting a pilot to sit beside me in the cockpit. The majority of our work involves communication which amounts to 90 percent of our operation. You must use spoken words to deliver any command no matter how basic it may be. To ensure your teammate understands correctly and to cross-check, the communication channels between you must stay open. Say an emergency arises and you need to divert; that decision is made together. In such moments, you need to express yourself and share any problems you’ve noticed with your partner. In the absence of open communication channels, I don’t think people can express themselves truthfully. That’s why, to me, communication is the most critical factor for a safe cockpit and a safe flight.
What advice would you give someone applying today?
First and foremost, I suggest asking: “What exactly do pilots do?” Beyond that: “Do pilots just travel the world, or do they operate a machine through teamwork?” “While operating it, what interactions do they face, what are the challenges, and what are the advantages?” I encourage anyone to look into these questions to truly understand the seriousness and discipline of this profession.
Looking back, what was the most challenging part of the training for you?
The most challenging part for me was definitely time management. This isn’t like an office job where you finish your shift and that’s it. After your flight, the work isn’t over; you need to study procedures and prepare for the next stage. Let’s say you have another flight the next day; you have to review and plan for it. The only way to cope is by reserving at least one or two days a week for yourself. Spending time with family and friends, reading, or doing hobbies helps recharge you. That way, you can start the next day ready. And this cycle continues, day after day.
