Ground School

A Rating Takes Months.
So the Subscription Is Built for Months.

Six syllabus-shaped companion courses that run alongside your flight training, pre-solo through airline transport pilot — on the same engine that prepares you for the written and the oral.

A study companion, not a Part 141 course and not an endorsement.

The mismatch

Training Is a Year of Your Life.
The Study Material Is Usually a Weekend Purchase.

You buy a course, you binge the videos in three weeks, and then you fly for eleven months with a login you stopped opening.

That mismatch is why so many candidates take the written early, pass it, and then spend the next year quietly forgetting the material before a checkride where an examiner is going to ask about it out loud. It is also why the written and the practical feel like two separate projects — the study material was finished long before the flying was.

A companion course works the other way around. It runs at the pace of your training, keeps the material warm across the gaps, and knows what you have already proved so it does not spend your Tuesday evenings on it. That is what the annual tier at $39/mo exists for — not as a discount, as a different shape of product.

The companions

Six Courses, One Arc

Each one is shaped like the syllabus your training actually follows, rather than like a table of contents.
All six are in the same subscription, and moving between them costs nothing.

Pre-solo

Airspace, airport operations, the student-pilot regulations and weather basics — the knowledge areas that come before a first solo. This one is free, and it is described in full below.

Private

The full private syllabus alongside your lessons: regulations, aerodynamics, systems, performance and loading, weather, navigation, airport operations and decision-making — sequenced the way a training course sequences it, not alphabetically.

Instrument

Procedures, charts and the regulations that govern instrument flight, taught against the plates and figures you will be reading — and starting from the regulations, weather and navigation the private course already proved you know.

Commercial

The same subjects at professional depth, plus commercial privileges and limitations, complex and high-performance systems, and the operating rules that start applying when somebody is paying for the flight.

Flight instructor

Everything again from the teaching side, with the fundamentals of instructing alongside it: lesson structure, common student errors, assessment, endorsements, and the responsibilities that come with signing a logbook.

Airline transport

Transport-category performance, high-altitude and turbine operations, airline operating rules, dispatch and release, and crew resource management — the knowledge side of the rating. The certification training program itself is a provider course we neither offer nor replace.

Transitions

If You Already Fly, You Are Not a Beginner.
You Should Not Be Treated as One.

Two audiences that every general-purpose ground school handles badly, because a course written as a linear syllabus has no way to skip what you already know.

Military competence

You know how to fly. You need the civil delta.

  • A military pilot converting to a civil certificate needs the regulatory and procedural differences, not a reintroduction to lift
  • The military competence tests exist precisely because the FAA agrees with that — so a course that walks you through three hundred pages of basics is wasting the one thing you are short of, which is time
  • The engine starts from what transfers and spends your evenings on what does not: the civil regulations, the airspace conventions, and the procedural habits that differ
  • The oral practice is the same, because an examiner will still ask you to explain it

Rotorcraft and category changes

Helicopter to airplane, or the other way

  • Regulations, weather, navigation, airspace and decision-making transfer wholesale between categories — they are not different subjects with a rotor on top
  • What does not transfer is real and specific: rotorcraft aerodynamics and systems in one direction, airplane performance and systems in the other
  • The helicopter tests are covered in the same subscription as the airplane tests, which is not true of buying two per-rating courses
  • A candidate who adds a category later keeps everything the first one proved
FreeNo subscription, no credit card

Pre-Solo Fundamentals

The knowledge areas a student pilot needs before their first solo, on the same adaptive engine as every paid course, free and permanently so. It is the honest way to find out whether this thing suits you, at the point in training where money is tightest and every hour of instruction already costs more than you expected.

  • Airspace — the classes, their boundaries, what you need to enter each one, and the special-use areas that are easy to wander into
  • Airport operations — patterns, markings, lighting, signage, radio phraseology, and how not to end up somewhere you should not be on the ground
  • The student-pilot regulations — what your certificate permits, what it does not, and the limits that apply to solo flight
  • Weather basics — enough to read a report and a forecast and make a sensible go or no-go decision about a local flight

What is deliberately not in it: anything specific to your aircraft or your airport. Aircraft limitations, the systems on the airplane you fly, its performance numbers and your local procedures belong to your instructor and your school, and a free course that pretended to cover them would be doing something worse than being incomplete. This course covers the general knowledge. Your instructor covers the airplane, and your instructor is the one who signs anything.

Stated plainly

“Ground School” Means Two Different Things.
This Is the Study One.

These are terms of art in aviation, and using them loosely is how a study product ends up implying something it has no standing to imply.

  • We are not a Part 141 or Part 147 school. Those are certificated schools operating under approved training course outlines. We hold no such certificate and no such approval.
  • We are not FAA-approved. Approval is something a certificated school holds for its curriculum. A study product does not have it, and anyone telling you otherwise about their study product is misusing the word.
  • We do not give the endorsement. A knowledge test requires an authorized instructor to endorse you first. That is their judgment about your readiness, made by someone who knows you, and it is not for sale here or anywhere.
  • We do not provide flight training or checkrides, and we do not provide the airline transport certification training program.
  • What we do provide is study material that runs alongside your training and covers the knowledge, the figures, the math and the oral — so the instruction you pay for goes on the things only an instructor can teach.

Seats

For Flight Schools and University Programs

Seat-based accounts exist for schools and collegiate aviation programs.

Schools that want their students on this can have seat-based accounts. It is an institutional arrangement rather than a plan you buy on the pricing page, so the price depends on the program: pricing on request. Get in touch through the contact on our press page and say roughly how many students you have. To be clear about what a seat is and is not: it is the same study product every individual subscriber gets. It is not a training course outline, it is not an approved curriculum, and it does not change what your school is certificated to do.

About the Companion Courses

Should I be on monthly or annual?
If you are studying for one written test and expect to take it inside a couple of months, monthly — that is roughly $98 and then you stop. If you are in training and expect to be at this for a year or more, annual: it works out cheaper from month five, and the companion courses are the reason it exists.
Does this replace the ground instruction my school gives me?
No, and it is not trying to. It replaces the third and fourth hour of one-to-one ground you would otherwise buy at $40 to $80 an hour to go over material you can cover on your own. The ground you do buy is then spent on the things a person who has flown with you can teach, which is a much better use of it.
I am doing an accelerated course. Is this useful?
Probably more useful, not less — an accelerated program compresses the flying and assumes you arrive with the knowledge. Working the companion course before you show up, and the oral practice during, is a good fit for that shape of training.
Can I use it for a rating my school does not teach?
Yes. Every test is in the same subscription, so preparing for the ground instructor tests or the dispatcher test alongside your flight training costs nothing extra. Whether you can act on the certificate is between you and the FAA.
What if I stop flying for a while?
Cancel, and resubscribe when you start again — your profile, your proficiency and your history are preserved. Weather, money and life interrupt flight training constantly, and a subscription you can switch off is a much better fit for that than a course window you already paid for.
Do I still need the handbooks?
You should have them, and they are free: the FAA publishes them as public-domain documents. The companion courses teach the material and the reference browser takes you to the passage — but the handbooks are the source, and your examiner will expect you to know your way around them.

Study at the Pace You Actually Fly

Six companion courses, pre-solo through ATP, at $39/mo on the annual tier. Launching Monday, February 8, 2027.

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