None of them shows up in your logbook, and none of them can be crammed the month before an interview. All of them are essential in an airline cockpit.
A structured method, used on ordinary decisions and emergencies alike.
Raising a concern in language someone can act on. Keeping the people you fly with in the loop before they have to ask.
How you study, and how to tell understanding from fluency.
Getting ahead of the aircraft instead of chasing it, and keeping bandwidth to spare for the thing you didn't plan for.
Noticing what's changed and what it means, in the airplane and in the organization around you. One cancelled lesson is bad luck. Three is information.
Taking charge when it's yours to take, backing whoever has it when it isn't, and saying what you think either way.
These are the competencies airline training and assessment are built around, and none of them is logged.
These six are the ICAO and EASA pilot core competencies, minus the three about handling, automation and procedures. Those three are your instructor's. These six are mine.
I don't teach handling, procedures, radio work or systems. I work on what the job asks of you after, starting now and in the order your situation demands.
When a place opens, we start with an intro call: where you are in training and where you want to end up.
Fixed order, because each one uses what the last one produced. Together we map where you're going and the route to get there, then build the habits to fly it. By the third session you're running those habits yourself, without me prompting them.
One competency per session, in the order your training actually demands it. If you've got a school-exit decision with a deadline, decisions come first. If instrument ground school starts next month, study method comes first. You leave every session with two or three action points tied to something physical, not to intention.
“I didn't fly a straight line to the flight deck. I failed interviews, made wrong calls, took detours that cost me years. What pulled me through the critical moments was having role models of my own. I built The Command Track to be that for you, so you don't have to learn it all the hard way.”
When I first started looking into aviation, I honestly didn’t know much about how to even start my career or what steps I needed to take. … He encouraged me to put myself out there, ask questions, talk to people, and not be afraid to take opportunities even when I felt nervous or unsure. When I was applying for the Destination 225° program, he encouraged me to go for it and helped me throughout the application process. Even more recently, when I was unsure about what types of aviation-related jobs I should apply for and ended up receiving a job offer, I reached out to him about it. … He never makes me feel like my questions are silly, and he always takes the time to give me advice and help me see things from a different perspective. His guidance has given me a much better understanding of the aviation career path and more confidence as I work toward becoming a pilot.
Working with [Robert] really helped me build a better airline mentality and become more confident in both my flying and ground knowledge. I feel like I approach things more professionally now, and it genuinely gave me more confidence in myself as a pilot. I also liked how practical and easy to apply the advice was.
Individual experiences. Mentoring does not guarantee any rating, interview, or hiring outcome. Testimonials reflect the individual experiences of mentees who received mentoring free of charge and are not representative of all outcomes.
I mentor alongside a full flying roster, so I only take on as many people as I can work with properly. The current places are taken. Join the waitlist and I'll contact you personally when one opens.
Join the waitlistEarly is the only reason this works. The habits take a while to set and they compound on every lesson you fly afterwards. Starting the month before an interview is what doesn't work.
One session a month, up to 70 minutes. In between you can message me, and I reply within 48 hours. The habits cost you about five minutes a flight. That's about an hour a month, against the hundreds of hours you'll spend in the airplane.
After three sessions, a system you run yourself: a written list of the behaviors you're building, a brief and debrief habit on every lesson, and a dated record of what you've proved under real conditions. After that, one competency at a time, applied to whatever's happening in your training.
When you get there, do. I've sat those assessments myself and the prep does what it says: it sharpens how you present what's already there. What it can't do is build it. If you start it in the final weeks, you're polishing whatever habits you happen to have arrived with. That's the part I work on, years earlier.
That you do the work between sessions. There's no contract and no notice period, and you can end it at any point; I'd rather you did than sit through sessions that aren't working. It runs both ways: if the work isn't happening I'll say so, and if nothing changes I'll end it. That isn't a discipline rule. Each session uses what the last one produced, so without the work in between the next one can't run. You'll feel that before I have to mention it.
Handling, procedures, radio work, systems. That's your instructor. Medical questions go to an AME, not to me or to a forum. I won't give financial, legal or tax advice; I'll talk about budgeting method, not about what you should do with your money.