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Thinking about making the jump from fractional to the airlines—or wondering which path is right for you? In this episode, I break down my personal experience going from flying the Citation Latitude at a fractional operation to flying a 737 as a major airline pilot.
We cover the real pros and cons of each career path: the seven-day work weeks and FBO life of fractional flying versus the "turn left and you're done" simplicity of airline operations. From quality of life changes after becoming a parent to the grind of short-call reserve, I try to give an honest, no-holds-barred comparison of both worlds.
Whether you're chasing Garmin avionics and owner interactions or looking for longer overnights and schedule predictability, this episode will help you understand what to expect from each side of the professional pilot world.
Topics covered:
Pilot to Pilot is the podcast for anyone who flies — or dreams about it. Host Justin Siems sits down with airline captains, bush pilots, CFIs, and everyone in between for honest conversations about the path to the cockpit, the grind of the career, and the love of flying that keeps us coming back. Whether you're a student pilot chasing your first solo or a captain with 20,000 hours, there's a seat for you here. New episodes weekly.
Episode 347 of the pilot the
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was flying a 206 all over the country
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sporties.com SXMoffer AV Nation what
is going on?
And welcome back to the Pilot.
The Pilot Podcast.
My name is Justin Seams and I
am your host.
Today's episode is a
fractional versus airline pilot.
Now, I've made a couple videos
and a couple podcasts about this,
and I have talked about some
differences, but I wanted to create
just a podcast in itself that
talks about for me personally, what
the differences are, because
there's a lot of people that come
up to me, especially when I
used to fly fractional, they're like,
yeah, I've never really heard
of this, and I think I can make this
a career.
I really like seeing what you
post on Instagram, so I figured I
could put kind of the pros and
the cons of fractional and the pros
and the cons of an airline
pilot as well.
I promise you, I. I will do my
best to not be a jaded former employee
at a previous company, because
I'm not.
I'm honestly not.
I could highly recommend that company.
If you're looking in the
fractional world, they are the place
to go.
And I could have spent my
whole career there and I would have
been very, very happy.
But as I said in the why I
quit my job video a couple years
ago, my life changed when I
had my kid, my priorities changed
and I just needed something else.
So that's what we did.
So I hope you enjoy this podcast.
And before we go, you're
probably like, justin, you haven't
talked about it yet, but we
have released the Pilot to Pilot
magazine.
It is out.
It is awesome.
It's 13 articles, 13 podcasts,
close to 100 pages of actual magazine.
We have a print version.
We also have a print and
digital version.
You can
order@pilotthepilothq.com backslash
mag, the first magazine you
order, if you're ordering print plus
digital is 9.99 and it's gonna
be quarterly.
And then every quarter after
that it's 14.99.
And the digital only version,
if that's what you want, I highly
recommend the print version
just because it's a very premium
product and something that
feels great in your hand and feels
more like a magazine or feels
more like a book than it does an
actual magazine.
So the digital version, first
one is 4.99.
And if you want to go ahead
and sign up for the quarterly, which
when you sign up, you will be,
it will be 9.99 for everyone.
After that, it's, I think it's
about 98 pages, 13 articles, 13 podcasts.
I feel like I put my blood,
sweat and tears, but mostly just
sweat and Tears especially
shout out to Nick and Ally and Rico.
Rico, Adventures of Rico.
He did the COVID shot.
He did the Cities at Night spread.
Ali helped edit all the
articles because as I said a million
times, you do not want me to
write without someone editing.
So we have had that happen.
And thank you, Ally, for that.
And then Nick, the video
editor, who I call him, he kind of
put everything I, I, I reached
out to him and I was like, nick,
I want to make a magazine.
Can you do that?
And he's like, yes, I can.
Done.
And I, I gave him a template
and he's kind of the mastermind of
the design.
We, we came up with what we
wanted and we're very, very excited
about it.
So I don't want to take any
more of your time, but I am so excited
about this.
Pilotpilothq.com backslash mag
check it out.
It's amazing.
I promise you, you're gonna
love it.
It's amazing.
I'm so excited for it.
So, aviation, without any
further ado, here's the fractional
life versus airline life.
What is going on, everyone?
And welcome to the 121 Major
Pilot Edition.
Because I can only talk for
being a major pilot.
When I say major pilot, I mean
major airline pilot.
Because I haven't flown the
regionals, I haven't flown any other
airline, so I can't speak for that.
But what I can speak for is my
own experiences.
I can speak for where I fly
now, which I'm not necessarily going
to mention the airline and I
can fly and I can mention and talk
about what my previous
experience was as a fractional pilot.
Now if anyone was to listen to
this, let's say they, they listened
to the podcast Hardcore for
the first couple of years and then
this is the first episode they
listen to, they would be very, very
confused.
Because I have spent so much
time in the past talking about how
I'm fractional pilot for life.
I'm never going to leave the fractionals.
I, and I truly meant it when I
said that.
And I always tried to caveat
or use the caveat that you never
know what is what you are
going to want.
You never know how your life's
going to play out and how your, your
needs and your wants from the
job that you have are going to dictate
what you actually want out of
your job.
And when we had our kid in
2021, everything kind of changed.
You know, my priorities of
what I wanted at a job, I went from
not minding being gone for
seven days At a time I went for not
minding, really just like
grinding on the work week because
I had seven days off and I
could just sleep.
I could just do this.
But then you have a kid, it's
like, all right, your seven days
off sometimes are just as busy
as your seven days on.
So I really realized that I
wanted to try to find a job that
gave me the ability to work
less some months and then work more
and more months and not get in
trouble if you try to play a game
to capitalize off of working
less and making as much more, whether
it's premium, whether whatever
it may be, and how you can kind of
play the game and game the
system to work out in your benefit.
And that's what I did.
I came to the conclusion after
the contract negotiations on my previous
job that, you know, quality of
life wasn't really being touched.
And that was.
What was most important to me,
was my quality of life.
I would have taken less money
to stay at the same company if quality
of life would have been improved.
But it didn't.
And that's fine because you
can kind of make your own quality
of life in that world.
You can.
You can to an extent.
You have the ability to say,
hey, I'm too tired to fly.
I need 14 hours off.
But, you know, I just didn't
want to.
Didn't want to play that game,
and I didn't want to go down that
road and eventually, you know,
put a target on your back for trying
to game the system because of
the previous job.
If you game the system.
Not a fan, they.
They don't like it.
But, yeah.
So when we had the.
When we had our child, it just
really changed a lot in me and what
I wanted.
And then I. I probably should
have left immediately after having
our kid, just because if I
would have left 20, 21, 2022, my
seniority would probably be
2,000 numbers higher right now.
I'm going to retire around
probably like a thousand.
And if I would have retired,
if I would have come over two years
ago, probably be like 10.
So when they tell you a
seniority number really does mean
something, it really does.
Now my.
What I retire with will let me
have the ability to fly pretty much
any airplane that my current
company has.
But if I was to retire number
10, I mean, just the quality of life
in those airplanes just
drastically goes up.
So I'm not complaining.
I'm really glad that I gave,
you know, every minute that I could
to my previous company because
I would have retired.
Number two, there.
There's only one person in the
whole company that was younger than
me and senior to me.
And that was by like two months.
And I just thought it was
worth giving it the chance, see what
the contract was going to be
and see if there was any quality
life improvements.
Now, when that didn't come
out, I realized that it was time
to jump ship and it really
came down to one place which just
worked out best for us.
And that's what we did.
Now, what I've seen as the
difference in between the two, the
first thing I'll say is
previous company, extremely professional.
You go to training there, you
train like a 121 pilot, you do AQP
training.
It's extremely professional
and it's extremely impressive.
They train to very high standards.
It's not a mom and pop shop.
It's not cowboys.
Your experience there is every
bit of your experience that it's
going to be at a major airline
when you go train.
So shout out to them and shout
out to their training.
The planes they fly are some
of the nicest planes that you can
possibly fly.
I mean, you have Textron
Aviation's finest.
I got to fly the latitude.
I was most likely going to
upgrade into the longitude next.
And then if you ever wanted to
keep going, you know, they have the
nicest of the nice globals
that you could fly.
So equipment, avionics,
especially Garmin Aviation, that
was one of my biggest holdups
when I was making my decision, honestly,
is I was just worried about
making the transition from the nicest
avionics in the world to kind
of just like FMSS that couldn't do
half the stuff that Garmin
could do.
So I was a little bit nervous
about the transition and turns out
it was not a hard transition
at all.
I still highly, highly, highly
recommend Garmin Aviation and would
prefer to fly a Garmin avionic
airplane or Garmin avionics on an
airplane any day.
But you can.
It's not hard to make the transition.
You can still learn it and
it's relatively easy.
That was one of the things
that I was a little bit afraid of
when I was making that
transition to.
But yeah, fractional is great.
I really enjoyed my experience.
I kind of talk about a little
bit about what I liked about fractional.
My favorite things, by far my
favorite things were having seven
days off.
You can get seven days off in
the airline, but it's not going to
be consistent every single
time you get seven days off.
Now there are things that you
can do, there are ways that you can
Just drop everything and you
won't get paid.
But you will have your time
off where at the fractional we had
a set salary and you got paid
whether you flew or you didn't.
That's why it wasn't very
beneficial for them to have you take
extra time off.
So it was harder to play the
game when it comes to working less
and making more, if that makes sense.
But seven days off was great.
I did mention earlier that,
you know, it did come to the point
where it wasn't enough for me
to recharge at home to get ready
for.
For kind of the workload on
the road.
But seven days off
consistently was pretty fantastic.
Now one of my fav.
I mean this was amazing.
The vacations were fantastic.
So you got.
I was.
When I left, I think I had
seven year seniority.
So that gave me three weeks of vacation.
But each week turned into 21
days because you had your off seven
days, you had your vacation,
then you had off seven days again.
So you would essentially get
three 21 day vacations throughout
the year.
After 10 years you got your
fourth vacation.
So you had four 21 days.
And if you space that out
right, you know, you could work a
little bit then have vacation
reset, rewind.
So having those vacations was.
Was awesome.
And I mentioned this earlier,
but it was the texture on aviation,
it was flying the latitude,
having the ability to hopefully fly
the laund to it eventually and
then just the greatest of the best,
you know, the greatest of the
great Garmin avionics.
I felt comfortable, felt like
I knew everything I needed to do
and you had everything in
front of you and it was beautifully
laid out and just worked so,
so well.
But those are kind of the
three things that I really, really,
really enjoyed.
Now what I didn't necessarily
enjoy was this is a caveat that seven
days off was meant you had
seven days on.
So seven days on was a grind.
Now this changed drastically
in my tenure at this company.
The first years, I'd say, you
know, it was pretty manageable.
You didn't fly as much.
You probably had maybe on
Tuesdays and Saturdays, you really
didn't fly that much.
Maybe one leg to reposition,
maybe two legs, sometimes nothing.
So sometimes I remember waking
up and getting able to watch college
football in the hotel and I
was like, this is awesome.
Getting paid to do this.
Fantastic.
But then after Covid and they
kind of learned how they could really
utilize all the crews, which
is great for the business.
I mean, they need to make as
much money as possible.
That's Kind of their goal.
But it came on the, the side
effect of that was the fact that
crews got worked harder and
the optimizer, the scheduler got
kind of determined that they
thought it was optimal for you to
work about 10 to 11 hours
every single day and then have about
11 to 12 hours off every
single day for seven days in a row.
Sometimes the duty day would
stretch to 14 hours on and sometimes
the duty your off period would
stretch to 14, 16 if you got luck.
Um, now this does kind of
determine what air.
This is kind of based on what
airplane you're in.
I can only speak on flying the
latitude, which is one of the busiest
fleets.
Um, but it was pretty standard
I thought.
And especially in the, the
smaller cabins, once you got to the
narrow or the larger cabins,
your life got a little bit better,
a little bit more predictable.
But it was still kind of a grind.
Um, it's kind of like wide
body first, narrow body on airline.
Uh, if you talk to a 787
captain, they'll kind of be like,
oh, it's the best.
You know, I fly here, I stay
there for 36 hours and I fly.
It's kind of similar when
you're on the global over there or
you're on the bigger
airplanes, but it's not to the same
extent.
You're still flying a little
bit more, you're still getting a
little bit less rest.
But it is definitely a
different airline when you make it
to the globals.
Kind of mentioned the daily schedule.
So the seven days on a grind,
your day one.
Realistically for me, when I
was, when I say I was living in Raleigh,
which is where I currently
live in North Carolina, there was
a lot of times it was airline
you to an airplane and then you'd
fly two legs a day, maybe
three, sometimes one, but usually
two to three legs a day.
So people, they, one of the
big selling points is you don't have
to commute, which is fantastic.
You do not have to commute.
They will airline you to the
airplane, but they will also work
you that same day.
So which is fine, that's what
they can do.
But it's not necessary.
It's kind of just like you're
thrown into the fire.
Day one here we're going to
airline you here, maybe it's a two
leg airline depending on where
you live.
And then now that you got to
the airplane, pre flate that airplane
and then we're gonna have you
fly two legs and start your tour.
And from then from day one to
day six or day Seven it is.
You are essentially on short
call reserve for seven days in a
row.
You will go to bed with a schedule.
That schedule will sometimes
most likely change by the time you
wake up.
But what will not change is
the time that you're supposed to
report for duty.
So if you go to bed with the
6am schedule, a report, you have
to be at the airport at that time.
And that's the only thing that
is pretty much guaranteed.
The only thing that else is
guaranteed is that there's gonna
be change.
Even if you're taking off,
flying to a place, say there's a
couple times.
We're flying Dallas, love to Midway.
We were getting ready to start
our approach in the Midway or start
our arrival in the Midway.
Got a message on our fms.
It was like, hey, guys, would
you mind actually flying to Grand
Rapids to pick up these passengers?
And you're like, all right,
let's see if we have the fuel.
Let's see if we have this.
We'd go through our checklist
to make sure we could do it.
And then bada boom, bada bing,
we are in Grand Rapids and our whole
day has changed.
Changed.
Now, I used to say I love that.
I used to love the changes.
I used to love everything
about it.
The changes were great.
I always thought I like chaos.
I always thought I liked
change, but I got a little bit tired
of it.
And that's just something that
kind of changed.
And then just every day, you
know, with more changes, flying three
legs at a minimum, usually to
about five every once in a while.
Six legs.
Those six legs, you'd be up in
the Northeast.
You'd be going like Nantucket,
Martha's Vineyard, Bedford, Boston,
Beverly, like that little
area, maybe back down at Teterboro.
But not every day was that crazy.
And another thing I didn't
like is, yes, you can make airline
money at the fractionals,
especially the fractional I was at.
The problem is, is that you
usually have to work more and you
have to work extra days in
your schedule.
So if you have a seven on
seven schedule, you would have to
go out a day early or stay out
a day later.
And that's means that you lose
a day off.
I wasn't willing to play that
game to make more money.
The game I wanted to play was,
all right, if I fly premium on this
trip, then that means that I
will go into my next trip, they'll
drop that trip, and I'll
actually have extra two days off
at home.
But my pay is the same.
So that was kind of the game
that I wanted to play was try to
figure out if I could work
less and make more.
But at my previous company it
was definitely a work more to make
more, which is very fair for
the company.
I totally understand it and
it's a win win for a company and
the pilot if they need extra cash.
But it just wasn't what I
wanted out of the career.
I didn't want to work anymore.
I didn't want to be taken away
from my family any more than I already
was.
The constant theme is try to
be home as much as I can be for my
child and for my kid and for
my wife.
So that's kind of what I
really didn't like about it.
Again, it's a great company,
great place to work.
I could have seen myself be
there for a whole career.
It just wasn't kind of in the
cards anymore and needed to change.
Now we can get to the big stuff.
We can get to 121.
What I like about 121 and it
is you turn left, you literally turn
left.
Set up the FMS as the fo.
Set up the fms.
You know, you do your checks,
you walk around, you come back in,
you say hi to the captain and
you make sure you get everything
done and then you go be a team.
You go fly the flight, you
land, that's it, game over, day over.
Sometimes, sometimes you fly
two legs.
We're the base that I'm in.
We very much so fly one to two
legs a day.
Have anywhere from 16 to 20
hours off.
The longest overnight I think
I've had, it was 31 hours.
I think I was in Barbados one
time for the Super Bowl.
Fantastic.
It was sick.
Just flew JFK to Barbados
overnight for 30 hours.
Watch the super bowl, fly back
the next day, that's it, go home.
I mean, it doesn't get much
easier than that.
I do love flying.
I do enjoy being in the air.
I do love flying and I don't
mind flying two to three legs a day.
But when you get used to one
leg, two legs, it's really hard to
go back or even think about a
previous life when you flew four
or five.
So turning left is great.
I like knowing consistently
knowing where I'm going to be at
night.
Yes, there are changes every
once in a while.
You know, you're going through
a major hub, they'll be like, hey,
we actually need you to fly
this flight.
But there's a penalty for that
and you actually make more money.
So it's not a terrible thing.
And a lot of times they try to
catch you up on your original trip
and then you get back to where
you want to go.
But I'd say 90% of the time,
you know, when you show up for a
trip, you're gonna fly the
whole trip.
And that's kind of nice to
have that and not have the chaos
of what I previously had.
And then one of the next
things that I like is not having
a massive sit every once in a while.
There are sits, but there's a
lot of times the FBO rotting that
was just.
Was not a fan of that sitting in.
Sometimes you'd be in the
smallest FBO you could imagine.
And I love FBOs, I love them all.
But when you see the couch and
you're like, that couch definitely
has bedbugs, you know, you
know exactly what I'm talking about.
You can just see the couch.
You can probably visualize the
same couch I'm seeing right now.
And you're like, I don't want
to sit there for the next five hours
waiting for a flight or being
wait to told to go home.
So not having a crazy sit.
And if you do have a sit, you
know, I don't mind the terminal life.
When I was at my previous
company, I always thought the terminal
was the worst place in the world.
But pilot lounges, you know,
you just go there, you sit or put
headphones in and work on the
podcast, work on anything.
And it's been, it's been a lot better.
All right, Some of the
differences in the jobs, fractional.
You are definitely more hands on.
It is definitely more customer
service oriented.
You're going to be loading
bags, you're going to be cleaning
up after flights.
You're going to be making sure
catering shows up.
You're going to be calling the
catering, you're going to be calling
the company.
There's going to be a lot of
kind of like you're going to go back
and forth to make sure
everything is there, because your
job is to make sure that that
one flight is the best flight experience
that this person will ever
have in their life.
You want to make it as
personal as you can.
You have to be able to, to
read their body language.
Do they want to talk?
Do they not want to talk?
Do they want to hear jokes?
Do they not want to hear jokes?
You have to really be a
chameleon with the owners.
That's not necessarily the
case in the 121 world, right?
You're just turning left.
A lot of times.
You shut the door, you Push
back and you're on your way and you
land and all you say is goodbye.
A lot of times you don't even
say good morning because a lot of
times you're up doing your
checks, you're doing loading of the
fms and then they're going and
boarding and doing their thing.
There is more crew, right?
So in the 121 world, you have
me being a first officer, you have
the captain, and on my plane
you have four flight attendants.
So you obviously have more of
a crew environment and there's more
personalities to manage and
talk to.
But that's been great.
I haven't had any negative
experiences, I'd say, with that.
And it's been kind of fun to
work as a team for one common goal,
to have the best flight you
can possibly have.
I do want to talk about kind
of the customer service orientation
of fractional loading bags can
be annoying, but it's not as bad
as you think.
The latitude had a massive absolute.
It was the SUV of the sky.
It had a massive baggage compartment.
And especially when you're
moving kids to and from college,
that was always tough because
they'd show up with two SUVs and
you'd be surprised what you
could fit in there.
And then cleaning up the
planes, that is not as big of a deal
as you want to think.
Texture.
And aviation has done a great
job designing the airplane to be
as easy as possible.
The bathroom, you just say,
hey, here's $5, I need a laugh.
And then you're going to do
some light vacuuming and some light
wiping down.
And one of the great things
that they've done is that they have
service hubs.
And at all their major
markets, they have service hubs where
as soon as you land, I mean,
nine times out of 10, as soon as
you land, as soon as the
passengers are off, there's a big
old van coming up to you.
Be like, hey, Captain, how can
I help you today?
And they're like, all right,
well, we need to restock the sodas.
We need you to restock the
alcohol vacuum and a quick wipe down.
And they're like, all right,
we'll be on our way.
And then 30 minutes later,
your plane looks and smells and feels
brand new.
So they've made your life as
easy as possible.
Yes, there are times you have
to wipe down the bathroom.
Yes, there are times that you
have to load some really hard bags.
I remember one time being in
Jackson Hole loading what felt like
everyone's ski equipment in
the whole entire world.
It really wasn't.
But the higher elevation I
remember getting back, and I was
just so out of breath and
like, oh, wow, you had a breath.
Must be altitude.
And I was like, well, it's
probably the bags you got, but, yes,
also the altitude.
So, yeah, there is.
There's a little bit more
customer orientation there, there.
And then with fractional, as I
talked about before, you never really
knew where you're going.
You went to bed with an idea
of where you're going.
Nine times out of 10, you did
not go there.
My favorite things about the
airline world, as I said, you turn
left and that's about it.
It's as easy as that.
There are months where you can
figure out, like, all right, I'm
going to bid that with
seniority, you can do pretty much
anything you want.
And I'm in the middle of the
seniority, about to change bases,
where I'm not going to have as
much seniority.
I'll probably be back in reserve.
But you do have the ability to
some months be like, all right, I
don't want to work much this month.
We have a lot going on at home.
I understand.
I'm not going to make more.
So the SEC the month after
that, I will try to work even more
to make even more that month.
And you can play that game, or
you can be in reserve.
You can try to fly over your guarantee.
You can try to sit there and
pick up premium.
There's a lot of people when
you're very senior, you drop all
your trips and you just wait
for premium to show up, and you just
fly premium.
And it is a sick deal.
So you can work less and you
can make more by doing that.
Longer overnights, there's
something to it.
I mean, I remember my first.
It was IoE my very first
overnight, it was 18 hours, and I
was like, I don't want to do myself.
This is more time than I have
normally had in a long time.
And I got bored.
It was after, like, 14 hours.
Like, all right, this is weird.
Why am I still in the hotel?
Now I get 18 hours.
I'm like, all right, this is nice.
This is what it should be.
This is what I'm used to.
And I like this.
Um, so, yeah, longer
overnights have been great, because
at the previous job, I always
said you can do two or three things.
You can either work out, sleep
or eat.
And you had to choose two of
those three.
If you wanted to work out, you
probably went back to sleep if you
wanted, or you could work out,
then you eat, you get less sleep.
So you can only choose two of
those three at the airlines, especially
at the major that I'm at, you
have a much better chance to do all
three of those things, which
is fantastic.
Try to think that's.
I wanted to say something
else, but I can't think of it anymore.
But that's about where I stand
with fractional and 121.
I hope this was helpful to
anyone that has thought about this.
And if you have any questions,
you always email me@justinpilothepilothq.com
I appreciate your time.
I appreciate you listening.
This has been fun to talk
about it because I got to kind of
relive some memories that I've
really enjoyed at my previous company.
Worked with great people.
As I said before, there's no
kind of bad, bad love.
There's no negative connotations.
There's no bad thoughts about
that company.
Loved every minute I was there.
I hope they're very successful
and I hope they continue dominating
that world.
But I'm very happy with the
decision I made.
Oh, I remember.
So I will say short call
reserve in a base where you don't
live is awful.
And it is worse than any
fractional schedule that you have,
especially over the holidays.
That was really tough.
Very, very tough.
And I think I underestimated
how long that was going to last.
So you need to make sure that
you are on the right side of the
wave and understand that that
time is very temporary.
So it got extended for me
because hiring freezes.
But now there's probably no
scenario unless I upgrade to captain
to where that could happen or
if they have displacements in the
future.
But it was.
It was harder than I thought
it was gonna be.
I did understand that that was
probably going to happen and that
it was a possibility that it
could be extended.
But, you know, you always
think about the good times.
Everyone tells you you're
gonna get the base of what you want
in two months, three months,
four months.
And then I went to six months,
and it went to seven months, eight
months, nine months, ten months.
The good news is I started
getting more seniority in New York
and I actually learned that I
love the people that fly to New York.
I love the trips that they have.
And the commute really wasn't
as bad anymore now that it was off
short call reserve.
So short call reserve can be
very tough.
Have that conversation when
you're making that decision with
your loved ones to let them
know that this is a possibility,
that it could be extended a
little bit, because the Junior pilot
is probably going to be on
short call reserve.
It's different for some bases
but it can be a little bit tough
and it can be a little bit
more straining on our family but
it is temporary.
There is me opportunity
eventually when you get off that
for you to get a line long
call and your life will get better.
But that short call reserve
when you don't live in base can be
awful.
That's all I'll say.
So yeah Aviation I hope you're
having a great day.
Thank you so much for
listening to this.
As I said Pilot, the Pilot
magazine has officially landed.
Holy smokes.
What a last crazy last few
months getting this together.
Quarterly magazine digital and
there's also digital and print.
The print magazine is unbelievable.
I cannot wait to get it in my hands.
It's me shipping.
They said it was going to
start shipping on the 15th which
should be yesterday.
If you're listening to this,
it's amazing.
Shout out to all my sponsors.
Thank you so much for for
wanting to be a part of the magazine
as well and thank you for
anyone that contributed to it.
The idea of the magazine is to
truly be for pilots by pilots.
If you want to hear something,
if you want to contribute, let me
know.
You know you don't have to be
a 10 time whatever winner or you
don't have to be a crazy
influencer to be on this.
You have a story and if you
want it to be shared just like the
podcast, let me know and send
me the story and we'll do a podcast
and we'll talk about it and
then we'll turn into article and
it'll be the magazine.
So you can always
email@justinpilotthpilothq.com and
if you want to sponsor if you
want to help out this magazine you
can also immediately email me
as well.
Ava Nation I hope you're
having a great day and as always
happy flying.
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