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Flight Training Degree For International Students
More international students are studying in the United States—and are increasingly relying primarily on their own funds to do so.
In the 2011-2012 school year, international student enrollment at both colleges and graduate schools in the United States increased, according to the “2012 Open Doors Report” released today by the Institute of International Education (IIE). In total, 764,321 students from abroad were enrolled at a U.S. institution, a 5.7 percent increase over 2010-2011.
“The good news is that international students continue to come to the United States at a steadily expanding rate, and U.S. institutions still have plenty of capacity to receive these students and to provide very personalized care for the international students who are here,” notes Peggy Blumenthal, senior counselor to the president at IIE.
For students from any foreign country, a U.S. education is likely an expensive endeavor. International students are typically not eligible for financial aid programs through the U.S. government, scholarships are often limited, and some colleges even charge additional international student fees on top of tuition.
Leaving home to attend college or graduate school is a big step—and leaving your home country can be even scarier. Want to study in the United States? Find out how to succeed from undergraduate and graduate international students, who offer advice based on their experiences pursuing business, engineering, computer science, math, and other majors at U.S. schools. Source
Attention international students interested in flight training degree in Aviation!
Aviator College has an International Students Department that provides guidance to international students. Below we listed the information pertaining to degree program, visa and housing. For additional information contact Aviator College today.
Staff members assist students in interpreting U.S. Citizenship and Immigration Services (USCIS) regulations. Services include assisting visa holders with travel signatures, new I-20’s, social security and visa extensions, international student orientation, as well as other immigration matters.
The Aviator College of Aeronautical Science accepts aspiring International Students who wish to complete an Associate of Science Degree in Aeronautical Science. The Aviator Flight Training Academy accepts International Students who wish to complete a certificate program or earn specific licenses. The Degree Program will take up to a 24 months for completion. Students complete five consecutive semesters. The last two semesters contain an internship component. Interns are required to instruct a minimum of 153 hours each of the two semesters along with completing the General Education Requirements. Transfer Credit may be given for the General Education requirements and previous flight training completed. Send transcripts and copies of any current flight licenses to the Registrars Office for determination.
Visa Information
If you are planning to come to the U.S. for the Aeronautical Science Degree Program (including flight training), you must enter on a Student Visa. The College is approved by the INS to issue paperwork for visas under the Foreign Student Exchange Visitor Programs.
Aviator College provides a certificate of eligibility (I-20) to all admitted international students. The form is used to apply for the F-1 or M-1 Visa. The form verifies to U.S. immigration officials the student is academically qualified to attend the College, and has sufficient funds to cover the required period of study, and that subsequent funds will be available for the future. Students must demonstrate proof of financial support at the time of application.
Aviator policy states that students are required to attend for one full semester when entering the United States on a College provided I-20 form. Aviator College will not release a student to another educational institution until the student completes one semester.
- Upon receipt of your deposit and the Application for Enrollment, you will receive the original I-20 or IAP-66 student visa form via overnight mail at the address provided. Remember you must provide a complete physical address in order for delivery to occur.
- You must take the original visa form to the U.S. Embassy in your country for approval. Please inform admissions of your tentative arrival date and your flight information so a representative may meet you at the airport to welcome you to the USA and Aviator College of Aeronautical Science & Technology. If you have any questions please do not hesitate to contact us.
- If you have applied for a visa you will also need to register with S.E.V.I.S . at http://www.fmjfee.com – see their website for details.
- Contact your local US embassy to make an appointment, and ensure you have the required documentation and follow the correct procedure for the visa interview. READ Your local US embassy website extremely carefully!
Housing For International Students
The housing complex is located on the campus. Every housing unit has four bedrooms, and four bathrooms. The bedroom may be divided into two separate rooms, saving on housing costs if you desire. Wireless internet is available for student use. The housing units are furnished with dishes, glasses, cookware, silverware, microwave oven, furniture, and a television. Linens are NOT included. Students will need towels and queen size sheets. Students have access to an outdoor pool, tennis and volleyball courts.
Houses
Located in Vero Beach, just north of Fort Pierce, is additional student housing. The houses are three bedroom, two-bath, with full kitchens. Each house is furnished with dishes, glasses, cookware, silverware, microwave oven, furniture, washer/dryer and a television. Linens are NOT included. Wireless internet is included.
Aviator has a fitness center in the Administration Building for student use. For students who desire a full-service gym, the Jungle Club, located in Vero Beach just a few miles from the Aviator, is a unique and first-class health club. It is equipped with weight rooms, two swimming pools, spa, sauna and much more. Aviator students receive discounted memberships if they should choose to join the club. The Jungle Club has a website at: thejungleclub.com and offer a great deal of information about their health club including a virtual tour.
Student Learning Center
The 24,000 sq.-ft. Student Learning Center is a modern two-story building that houses the Café, Fitness Center, Post Office, FAA CATS Testing Room, Classrooms, Teaching Auditorium, and CRJ Simulator. The Office of Admissions, Office of the Registrar, International Student Services, Office of Student Affairs, and Executive Suites are located on the first floor along with the Pilot Shop & Bookstore and the Learning Resource Center. Note: Students enrolled in the college have full access to all resources at Indian River State College, online and at their five campuses, including their libraries.
Flight Operations & Aircraft Maintenance
The 7500 sq.-ft. Flight Operations Center is adjacent to the Student Learning Center and houses the Office of the Director of Education, Veteran’s Affairs, and the Director of Flight Operations. All aircraft are located on the west side of the airport, parked directly in front of the Student Learning Center.
The 10,000 sq.-ft. Aircraft Maintenance Center houses the Maintenance Shop, Procurement Office, Office of the Director of Maintenance and Maintenance Records Administrative Assistant.
Flight Training Fleet In Your Flight School
The training airplane is where you practice in the air what you’ve learned on the ground. High wing or low, it doesn’t make much difference. What’s important is how well the airplane is equipped and maintained. It’s also important that the flight school’s trainers are dedicated to training and not to rental.
How many trainers a school has depends on the number of active students. Generally speaking, one trainer serves four or five full-time students. This ratio may be higher with part-time students. Another consideration is the fleet’s mix of primary, advanced, and multiengine trainers.
Because trainers are flown often and sometimes hard, how a school maintains its training fleet is important for both safety and scheduling. Asking questions about maintenance policies and procedures should be part of every flight school interview.
An Overview of the Flight Training Fleet
You’ll never forget the first airplane you fly. No matter how many other aircraft you may pilot, that first trainer will always have a special place in your heart and your logbook. However, picking the plane or helicopter you learn to fly in should to some degree be based upon your flying goals and your budget. Basic trainers are solid little airplanes with just enough room for you and you instructor. These “two-place” or two-passenger aircraft making learning to fly as easy as possible while keeping your flying cost low. Most are very forgiving to fly and are more tolerant of a beginner’s mistakes. However, they can also be a bit sparse when it comes to equipment and, in some cases, comfort. If you and your wallet are a bit bigger, then you may want to consider learning in a larger four-place (four-passenger) aircraft. Your costs will be higher, but you won’t have to transition or “move up” from your trainer when you want to take your spouse and two children for their first ride. These aircraft also tend to be capable of flying farther and faster, and have more advanced avionics that will help if you later decide to earn your instrument rating.
Piper Warrior (4-place)
For the last three decades, the training fleet has been dominated by two aircraft: the Piper Cherokee, which evolved to become the Piper Warrior, and the Cessna 150/152. Tens of thousands of pilots spent their formative flight hours in the larger four-seat Cherokee or Warrior and the diminutive two-seat Cessna. While Cherokees are less common within the training fleet today, Piper Warriors can be found at many flight schools. Warriors are also very common instrument training aircraft as well as a popular aircraft to rent. Cherokees and Warriors are two of the most common private aircraft, second in numbers only to the Cessna 172.
Piper Tomahawk (2-place)
When the original Piper Aircraft Corporation first conceived a new trainer in the mid-1970s, the company polled flight instructors to determine what traits this airplane should have. The 1978 to 1982 Tomahawk delivers what these special customers ordered: an airplane that provides honest response to pilot inputs, a comfortable cabin with great visibility, and big-airplane-style handling. The control forces and sensitivities match those of the Learjet 35, making transitions to larger aircraft the easiest of any basic trainer, hence the Tomahawk’s popularity with U.S. Air Force flying clubs.
Cessna 172 (4-place)
Though strictly speaking it’s not a pure trainer, the 172 is one of the most common airplanes used by flight schools. There are really three Cessna Skyhawks — the newest versions, produced since 1996, are 180-horsepower and 160-hp airplanes with fuel-injected four-cylinder Lycoming engines; the 1984 through 1968 models with the 160-hp or 150-hp four-cylinder Lycomings; and the early ones (1956 to 1967) with 145-hp Continental six-cylinder engines. 172s are also very common instrument training aircraft as well as a very popular rental model. Learn to fly in a 172 and you’ll be able to rent and fly from almost any fixed base operator (FBO) worldwide.
Cessna 152 (2-place)
Some people say that since then end of World War II, more pilots have learned to fly in the Cessna 150 or 152 than any other type of airplane. They’re so easy to fly that they’re often affectionately called the Land-O-Matic after a term used by Cessna in its old marketing campaigns. These two Cessna models leave complexity behind in favor of low operating costs, reliability, and ease of use. However, these same easygoing flying qualities can make transitioning to a larger aircraft later more difficult. For additional fleet info and details, visit the source-AOPA
Aviator Flight Training Fleet
Aviator fleet consists of 11 multi-engine and 19 single engine aircraft
The Aviator fleet is made up of multi-engine and single-engine aircraft. The primary aircraft used in our training programs are the Beechcraft BE-76 Duchess, Piper Warrior III PA-128, and the Cessna 172 Skyhawk, all are well known as training aircraft the world over. Our fleet also includes a Piper Arrow and a J-3 Cub. All aircraft are maintained in our maintenance facilities located here at the St. Lucie County International Airport. We average more than 35,000 hours of flight time per year. They are all equipped for VFR and IFR flight per FAR 91.205 (except the J-3 Cub which is VFR Day only).
Beechcraft BE-76 Duchess
The Beechcraft Duchess, also known at the BE-76, was designed as a general aviation, light twin training aircraft. A little sister to the Beechcraft Baron, the Duchess was chosen by Aviator as our multi-engine training aircraft because of the durability built into the product by Beechcraft. All of the Duchess aircraft at Aviator are equipped for instrument operations with an HSI and a VOR; many of the aircraft also have an ADF. Because the future is area navigation (RNAV), we have multiple aircraft equipped with Garmin 430 GPS systems. Having a broad range of learning options is the best way to help ensure future employment. The Duchess fleet is currently being upgraded to ASPEN glass cockpits. Several aircraft are equipped with weather radar and/or lightning strike detectors.
Cessna 172 Skyhawk
The Cessna 172 is the most widely used primary training aircraft in the world. Aviator uses the Cessna for private pilot and single engine training with Garmin EFIS Systems.
Piper Warrior III PA – 128
Aviator College welcomes it’s new fleet of Piper Warrior III airplanes equipped with Avadyne EFIS Systems.
Fleet Maintenance
Aviator has its own in-house maintenance facility, a 13,000 square foot environmentally approved hangar. Maintenance is under the supervision of the FAA. All technicians hold Airplane & Powerplant Certificates or better. Maintenance is open six days a week.
Multi Engine Time Flight Training
The Requirements for Obtaining A Multi Engine Add-on Rating To an Existing Pilot Certificate:
- You must hold at least a Private Pilot Certificate.
- Must be able to read, speak, write, and understand the English language.
- Hold at least a current third-class FAA medical certificate.
- Undertake required training as described in Flight Lessons and Ground Lessons found listed below. Many of the Flight Lessons will require more than one flight to make you comfortable and proficient
- Recieve a signed recommendation (8710), from a MEI, that you are competent as an multi engine pilot and ready for the multi engine add-on rating checkride.
- Must successfully complete a practical test given by an FAA-designated pilot examiner.
Flight Time Requirements:
If you are adding on a Multi Engine Rating to a Private or Commercial certificate, you will have already met the time requirements. The maneuvers for the private and commercial certificate are the same, but the standards are more demanding for the commercial.
If you are obtaining an initial Multi Engine Commercial Certificate (i.e. you hold a Private Pilot Single Engine Land Certificate only and you want to obtain a Commercial Multi-Engine Certificate) you will need to meet the aeronautical knowledge plus minimum eligibility requirements for the certificate you are seeking (PIC in MEL). Keep in mind that a Multi engine aircraft is considered a complex aircraft, thus meeting that requirement toward the Commercial Rating. Source
IMC
Instrument meteorological conditions (IMC) is an aviation flight category that describes weather conditions that require pilots to fly primarily by reference to instruments, and therefore under Instrument Flight Rules (IFR), rather than by outside visual references under Visual Flight Rules (VFR). Typically, this means flying in cloud or bad weather. Pilots sometimes train to fly in these conditions with the aid of products like Foggles, specialized glasses that restrict outside vision, forcing the student to rely on instrument indications only.
With good visibility, pilots can determine the attitude of the aircraft by utilising visual cues from outside the aircraft, most significantly the horizon. Without such external visual cues, pilots must use an internal cue of attitude, which is provided by gyroscopically-driven instruments such as the attitude indicator (“artificial horizon”). The availability of a good horizon cue is controlled by meteorological visibility, hence minimum visibility limits feature in the VMC minima. Visibility is also important to avoid terrain.
Because the basic traffic avoidance principle of flying under Visual Flight Rules (VFR) is to “see and avoid”, it follows that distance from clouds is an important factor in the VMC minima: as aircraft in clouds cannot be seen, a buffer zone from clouds is required.
Can You Log PIC Flight Time In IMC Without An Instrument Rating?
According to a December 14, 2011 Legal Interpretation, yes! The FAA was presented with a scenario in which Pilot A and Pilot B both hold airplane single-engine land private pilot certificates. They fly a cross-country trip together in a single-engine land airplane. The flight is conducted in Instrument Meteorological Conditions (IMC) under an IFR flight plan filed by Pilot A, who is instrument rated, while Pilot B is not. Although Pilot A acts as the actual PIC for the entire flight, for a half-hour leg of the flight during IMC, Pilot B is the sole manipulator of the controls. The FAA was then asked the question “whether Pilot B can log actual instrument and PIC flight time for the portion of the flight during which Pilot B was the sole manipulator of the controls.”
The Interpretation initially noted that for the purpose of logging PIC time under FAR 61.51(e), a pilot must hold ratings for the aircraft (category, class and type, if a type rating is required), rather than for the conditions of flight. It then concluded that even though Pilot B was not instrument rated and the flight was conducted in IMC, Pilot B could log PIC flight time for the portion of the flight during which Pilot B was the sole manipulator of the controls since he was properly rated in the aircraft. The FAA went on to note that Pilot B could also log actual instrument time for the portion of the flight during which Pilot B was the sole manipulator of the controls under FAR 61.51(g)(1).
Next, the Interpretation addressed the logging of flight time by Pilot A. According to FAR 61.51 (e)(1)(iii), a pilot acting as PIC may only log PIC time if more than one pilot is required under the aircraft’s type certificate or the regulations under which the flight is conducted. Since only one pilot was required for the flight in the scenario presented to the FAA, the Interpretation concluded that Pilot A could not log PIC time for the portion of the flight during which Pilot B was the sole manipulator of the controls. The FAA reached this conclusion in spite of the fact that Pilot B could not act as PIC (no instrument rating) and Pilot B was not a required flight crew member for any portion of the flight under the aircraft’s type certificate or the regulations under which the flight was conducted.
What can we learn from this Interpretation? For starters, the regulations distinguish between “acting” as PIC and “logging flight time” as PIC. So, it is possible that by “acting” as PIC you can have the responsibility of a PIC, along with the potential liability, but you can’t log that flight time as PIC. Doesn’t seem fair, but that’s what the regulations provide. Source
Multi Engine Time Building & Flight Training Specials From Aviator Flight Training Academy
Our “Twin-Time Pilot” program offers 100 hours of Multi-Engine flight time anywhere within the Continental United States and the Caribbean. Aviator’s twin time program operates 24 hours-a-day, (24×7) rain or shine.
Lacking actual IMC flight time?
Aviator encourages flights into IMC. We operate a fleet of Beechcraft Duchess, the majority of which are fully equipped with weather radar, Garmin 430, HSI, DME, and Intercoms. Fleet of aircraft are now being converted to EFIS systems “Glass Cockpit”
75 hr. Multi Engine time building $ 8,955.00
100 hr. Multi Engine time building $ 11,617.50
NOTE: Price Includes 5 hour Check out, Sales Tax, Insurance, & Fuel at $5.00 per gallon
Housing available for $ 650.00 per month or less
Flight School Decision Process
Just as a decision to become a pilot, research and decision process on choosing a flight school should not be taken lightly. People who sign up for flight schools to receive their flight training have one of two goals in mind; either to learn to fly for pleasure, or for a career. Choosing the best flight school partly depends on which of these goals the student has in mind. If flying for fun, the process can be much less complicated than if preparing for a career as a professional pilot.
All flight schools offer one of two types of training, which are numbered according to the Federal Aviation Administration (FAA) regulation they follow. They are called Part 61 and Part 141. By the letter of the law, Part 61 requires an average of 5 hours of flight time less than Part 141, with Part 61 requiring between 20-40 hours and 141 requiring 35 and under. This is the least significant difference in the regulations, since most flight schools will require any student to have at least 40 hours of training regardless of which program they are under, and many students end up needing 50 or more hours.
Those seeking to become professional pilots should also seek schools that are accredited by the US Department of Education. These schools can offer degrees in various aspects of aviation. A degree, in combination with professional flight training, makes the student more competitive when entering commercial markets.
Flight Training, Flight School and General Aviation Tips You Must Consider
Do not enter this profession unless you are absolutely passionate about aviation and becoming a pilot.
As you have read, you will accumulate serious amounts of debt and work for many years for very low wages. The only thing that keeps most new pilots going is their love of flying. If you don’t have that passion, you’ll find that the “glamor factor” of becoming an airline pilot will wear off very quickly, and you will be tired, in tremendous debt, and will have wasted many years of your life. That’s no place to be, trust me. I see it all the time. If you like airplanes but are not absolutely dedicated to the profession, get a job doing something else and join a local flying club or purchase your own general aviation aircraft. You’ll be much happier, and you can still enjoy aviation.
Do not get a Bachelor’s Degree in an aviation related field. It is very likely that at some point in your career you are going to be furloughed.
Maybe twice. Maybe for a long time. I have found that furloughed pilots that have degrees in fields like engineering or accounting or nursing or education or other timeless “in demand” fields land on their feet better, and don’t suffer the financial devastation that can follow that first or second furlough. A degree in “Aeronautical Science” or “Aviation Management” is great if you’re going to work in the field of aviation, but if you’re furloughed that means that the aviation industry is in the pits. That “Aeronautical Science” degree will be as useless as your Commercial Pilot Certificate when everyone is furloughing and no one in the aviation industry is hiring. Get a non-aviation degree that you can use for gainful employment when that furlough comes. You’ll thank me. Try to choose a flight school that provides a direct path to employment, preferably to reputable regional airlines. Remember, if you want to become an airline pilot, you want to get turbojet Captain flight time as quickly as possible so that you can become employed by your desired airline at as young an age as possible. You also want to avoid low paying jobs, like flight instructing, if possible. There are many flight schools out there that offer direct paths to the regional airlines after successful completion of their programs, and some offer very competitive, all inclusive prices. Further, some schools will offer you employment as a flight instructor at the completion of your flight training if the regionals aren’t hiring. Those are the flight schools that you want on your “short list” as you consider which school to send tens of thousands of your dollars to, all else being equal of course.
Avoid giving flight schools large deposits or large “up front” payments for your training, even if they offer you a discount.
The flight training industry, unfortunately, is just as fragile as the airline industry is financially. The flight training industry is full of flight schools that prey on young people who dream of becoming airline pilots. Just in the past several years, many flight schools have closed and/or gone bankrupt, taking unsuspecting students’ prepayments and deposits with them. Some students have fronted their entire $50,000+ training bill, lost everything, and never received anything more than a few hours of flight training before their school went under. When you do business with a flight school, treat it as if it will go out of business tomorrow, no matter how reputable and stable you think the school appears to be. Protect yourself and your money.
Why Choose Aviator Flight School For Your Pilot Training
- Licensed by the State of Florida Commission For Independent Education License #4155
- Aviator Flight Training Academy is a Division of Aviator College of Aeronautical Science & Technology, which is licensed by the State of Florida Commission for Independent Education and Accredited by the Accrediting Commission of Career Schools and Colleges.
- 27 Years in the Flight Training Industry
- To date, Aviator has trained over 5000 pilots for the commercial airline industry
- Only School Offering 200 Hours of Multi-Engine Time
- Aviator is the only flight school that has a full 200 hours of multi-engine time included in our program
- No Flight Training Devices (Simulators)
- FTDs are not used towards your flight time for any ratings
- Approved by the Federal Department of Education to offer Title IV Loans
- Aviator has the ability to offer students federal funding on approved accredited programs
- Job Placement Assistance with Regional Airlines
- Aviator offers job placement assistance for our graduates
- “A” Rating with United States Better Business Bureau
- Classroom Environment – All classes taught in our educational center, NOT online
What Type Of Pilot Do You Want To Be
FAA’s rules for getting a pilot’s license (certificate) differ depending on the type of aircraft you fly. You can choose among airplanes, gyroplanes, helicopters, gliders, balloons, or airships. If you are interested in flying ultralight vehicles, you don’t need a pilot’s license.
There are a variety of aviation pilot jobs, each with its own set of hiring requirements, benefits, and challenges. Benefits and compensation will vary according to the type and size of the company. For any pilot job, there is a considerable amount of flight training required. Some pilots received their training in the military and others through civilian training. For most of the pilot jobs, you must have at least a commercial pilot certificate, instrument and multi-engine ratings. The hiring requirements will vary for each airline and company.
Pilot Positions
There are two-three types of pilot positions with any airline or company: Captain, First Officer, and Flight Engineer. Compensation and some benefits at the airlines and most companies are all based on “seniority.” “Seniority” at an airline is based on a pilot’s date-of-hire. When a pilot is hired as a First Officer or Flight Engineer, he/she is assigned a seniority number at the bottom of the list. For example: When a new pilot is hired, he/she is assigned a seniority number at the bottom of the list such as 105 out of 105 pilots. Over time, the pilot will advance (move up) on the seniority list due to retirements, resignations, or other reasons pilots are removed from the seniority list. Advancing on the seniority list results in better work schedule, aircraft selection, job promotion (upgrading to Captain), route assignments, vacation time preferences, and other privileges.
Types of Pilots
Agricultural Pilot (Aerial Applicator)
An agricultural pilot flies airplanes and/or helicopters carrying various chemicals and compounds such as herbicides, insecticides, seeds and fertilizers to spray farmlands, crops, forests, orchards, fields, or swamps. Some jobs also require aerial surveying of wildlife animals, cattle, and crops, or disbursing fire-extinguishing agents on forest fires.
Salary Range
$20,000 – $70,000
Educational Requirements
High school diploma, special training, and license
Aviation Employers
Agricultural operators, large farms
Test Pilot
There are different types of test pilots such as Experimental, Engineering, and Production Test Pilots. Test pilots must have “nerves of steel.” It is the most hazardous job of all pilot jobs. Their job involves testing new and overhauled airplanes to make sure they are airworthy, which includes, but not limited to: testing the limits of airplane’s design strength, performance capabilities, and equipment, preparing written and oral reports on their flight experiences, and making suggestions for improvements. Test pilots that work for the FAA may test new types of navigational aids or experimental equipment aboard an airplane.
Salary Range
$15,000 – $200,000
Educational Requirements
College Preferred
Aviation Employers
FAA, airlines, aircraft manufacturing plants, government agencies
Major/National Airline Pilot
For many pilots, the ultimate job is to be a major airline pilot. Major/national airline pilots fly passengers or freight/cargo to major and mid-size domestic and/or international cities. There are numerous major/national airlines in the United States, Canada, and other countries. These airlines operate large jet aircraft manufactured by Boeing such as the B-737, B-757, B-777, and Airbus such as the A321, A330.
Some of the benefits of working for the major airlines include: average annual salary between $100,000 and $200,000 or more, flying a variety of airplanes, more than 12 days off per month, excellent working conditions, excellent benefits (health and medical) and retirement plans, travel passes, and other privileges.
Airline pilots begin their careers as First Officers (Co-Pilots) with a regional airline, large corporation, or military branch. After accumulating the necessary flight hours and experience, they apply for pilot positions with major/national airlines. Once hired by the major/national airline, they begin as either a First Officer or Flight Engineer. Visit Step 6 for more information about Becoming an Airline Pilot.
Salary Range
$23,000 – $250,000 or more
Educational Requirements
College Preferred; most require 4 year degree
Aviation Employers
Major and National Airlines
Commuter/Regional Airline Pilot
Many pilots use the regional airlines as a “stepping stone” to accumulate the necessary flight hours and experience to apply to the major/national airlines. Regional airlines fly short/mid-range routes to small/mid-sized cities to transport passengers to the major cities for the major/national airlines to continue their trip. They operate various airplanes ranging from turboprop to small jet airplanes such as the Jetstream 32 and 41, Beech 1900, Saab 340, ATR, Dash-8, Regional Jet, and others. These airplanes carry between 19 and 70 passengers. There are numerous regional airlines throughout the United States and Canada.
Regional airline pilots work more hours, have less days off, smaller retirement plans, and lower pay rates compared to the major/national airline pilots. Visit Step 6 for more information about Becoming an Airline Pilot.
Salary Range
$16,500 – $60,000
Educational Requirements
College Preferred; most require 4 year degree
Aviation Employers
Commuter and Regional Airlines
Air Freight/Cargo Pilot
Air freight/cargo pilots fly time sensitive packages, letters, freight, and cargo such as bank checks, express packages, perishable food items, and more to small and major cities. There are a few major air freight/cargo companies in the United States, Canada, and other countries such as UPS, FedEx, DHL, which operate large jet airplanes such as B-757, B-767, B-747, A-321. There are also numerous small to mid-size companies that have contracts with some of the major cargo carries that operate various small twin-engine, to turboprop and small jet aircrafts such as the Piper Senecas, Beech Barons, Piper Aerostars and the LearJets. These pilots typically fly during the late night and early morning hours between 9p.m. to 7a.m. Visit Step 6 for more information about Becoming an Airline Pilot.
Salary Range
$25,000 – $200,000 or more
Educational Requirements
College Preferred; most require 4 year degree
Aviation Employers
Major Air Freight/Cargo Airlines
Private Companies
Helicopter Pilot
Helicopter pilots typically fly short flights in duration at low altitudes carrying workers and/or supplies to offshore oil rigs, transporting accident victims to a hospital heliport, lifting heavy loads to tops of buildings or to remote mountain sites, rescuing stranded people, or disbursing fire extinguishing agents on forest fires. Helicopter pilots can maneuver their helicopter to hover over a particular area, or land on a small cleared area.
Salary Range
$29,000 – $57,000
Educational Requirements
College Preferred; most require 4 year degree
Aviation Employers
Helicopter Operators, Large Corporations, Private Companies, Hospitals, Government Agencies, Radio and TV Stations
Corporate Pilot
Corporate pilots fly aircraft owned by businesses or industrial firms transporting company executives to domestic and/or international cities for company business. The types of airplanes flown vary between turbo-prop planes (i.e. King-Air), executive jets (i.e. Citations to Gulfstreams), and large jets (i.e. Boeing 737). Corporate pilots are responsible for planning all aspects of each trip such as flight planning, arranging for passenger meals and ground transportation at destinations, loading and unloading baggage, supervising the servicing and maintenance of the aircraft, keeping aircraft records, and more.
Unlike airline pilots, corporate pilots fly less routine schedules and irregular hours. These pilots fly to unfamiliar airports, and exotic or exciting places. They are also at the call of the company executives whenever they need to travel on company business. Some large companies have several airplanes and a flight department, in which their pilots may fly a regular schedule. The benefits and compensations are dependent on the type and size of the company.
Salary Range
$19,400-$115,000
Educational Requirements
College preferred; most require 4-year degree
Aviation Employers
Large Corporations (with a flight department)
Private Companies (with a flight department)
Flight School Pro Pilot Program
The programs at Aviator Flight School are designed to provide what the airline industry demands of future commercial pilots. The training you will receive at Aviator is one of the most intensive and challenging programs offered in aviation flight training today.
During your flight training you will fly a total of 259 hours, of which up to 200 hours will be in a multi-engine aircraft. The ground school portion is in a structured classroom environment. As the shortage of pilots continues to grow, Aviator College is consistently meeting with major air carriers to determine the flight training and education that they require.
You will receive a minimum of 643 instructional hours for the Professional Pilot Program.The instructional hours includes all ground and flight training. 6 months of housing is included in the price of the program. If you come with a Private Pilot License 5 months will be included in the price of the Program.
Upon completion of your flight training Aviator College encourages the graduating student to apply to stay on as a flight instructor.
How To Prepare For Your Pilot Job Interview
Employment of airline and commercial pilots is projected to grow 11 percent from 2010 to 2020, about as fast as the average for all occupations. Modest employment growth is expected as air travel gradually increases over the decade and as more travel takes place between Asia and the United States.
Job opportunities will be spread among both passenger and cargo airline companies.
Most job opportunities will arise from the need to replace pilots who leave the workforce. Between 2010 and 2020, many pilots are expected to retire as they reach the required retirement age of 65. As older pilots retire and younger pilots advance, entry-level positions may open up. And the demand for flight instructors may increase as they are needed to train a greater number of student pilots.
Job prospects should be best with regional airlines, on low-cost carriers, or in general aviation, because these segments are anticipated to grow faster than the major airlines. In addition, entry-level requirements are lower for regional and commercial jobs.
However, pilots with less than 500 flight hours will probably need to accumulate hours as flight instructors or commercial pilots before qualifying for regional airline jobs.
Pilots seeking jobs at the major airlines will face strong competition because those firms tend to attract many more applicants than the number of job openings. Applicants also will have to compete with furloughed pilots for available jobs.
Pilots with the greatest number of flight and instrument hours usually have the best prospects. For this reason, military and experienced pilots will have an advantage over entry-level applicants. Source
The Pilot Job Interview
If you have your flight training completed and licenses in hand, the next step is to find employment. The tips below list some of the reasons why pilots fail their interviews to get a pilot job. Review, learn and prepare better to get your dream pilot job. Source
- Negative first impressions. Treat each person with equal respect and courtesy – from the person who calls you for the interview, to the gate agent and the interviewer. If you don’t, the word will get back quickly to the recruitment department.
- Lack of knowledge of the company culture and business plan. Do your research. You want to be sure the company is a good fit for you and make that clear in the interview. You don’t want to say something contrary to the business plan or philosophy during the interview. For example, you don’t want to say at a Southwest interview that the thing you like most about your current job is flying a variety of aircraft or at FedEx that you are a “morning person.” If you are interviewing just because you need a job, that will come through.
- They don’t get to know you. Don’t go to an interview over prepared with canned or rehearsed answers. You always hear recruiters say, “Be yourself, we want to get to know you.” Well, you can be yourself all day, but that doesn’t mean they are getting to know you. You need to tell your own stories, your own way. Be careful not to let your friends or what you read in the forums direct what you say or how to act. Each pilot perceives an experience in his/her own unique way. They want to know you, not your friends or someone in cyberspace.
- Lack of substance in stories. In a pilot interview you need to be very descriptive and provide a lot of detail. If you don’t say anything, you won’t get hired. Don’t time your stories. Once you do that they become scripted. As long as you are describing what they are targeting and they are learning positive things about you, give as much detail as possible. If you start repeating yourself, going off on a tangent, or they look at their watches more than once, it is time to stop. I would rather hear more than not enough.
- Lack of professionalism. Interviewers want to see pilots who are poised, polished and professional. So don’t fidget, crack your knuckles, or tap on the table. You don’t want to be stiff and speak in a monotone – unless that is your nature. But, you also don’t want to come across cavalier or overconfident. Sit up and get involved. Demonstrate interest.
- Poor grooming and/or inappropriate attire. Wear a conservative business suit and hairstyle. This is not the time to express your individualism. Think about it. You will be required to conform to company uniform and grooming standards. Let the interviewer remember you, your strengths, qualifications and qualities, not what you were wearing.
- Poor communication skills. Articulate clearly and use correct grammar. Don’t swear or quote someone swearing and don’t use slang. Again, a little polish is required without sounding like an English professor.
- Bad attitudes. While we all like to think our attitudes are stellar, sometimes overconfidence or acting a little cavalier in the interview can cause our demise. Stay away from small talk that moves in a negative direction – like furloughs, union issues, etc. Interviewers feel that it is a privilege to work at their respective companies, and want to see that you feel that way too.
- Disregard for the “4 H’s”. Honesty – let them get to know the real you. Humility – they want pilots who are humble, with an attitude of service. Humor – they want pilots who are easy to get along with. Homework – there shouldn’t be anything you don’t know about that company when you get to the interview.
What Are Your Expectations in Getting a Job As A Pilot Job?
In July 2013, The Federal Aviation Administration said it was making final a rule that says all commercial airline pilots hired by U.S. carriers will be required to have at least 1,500 hours of flight time.
The Air Line Pilots Association, which praised the new rule, said it goes into effect Aug. 1.
“The rule gives first officers a stronger foundation of aeronautical knowledge and experience before they fly for an air carrier,” FAA Administrator Michael Huerta said in the agency’s announcement. “With this rule and our efforts to address pilot fatigue – both initiatives championed by the families of Colgan flight 3407 – we’re making a safe system even safer.”
Before, a first officer had to have only a commercial pilot license, which requires a minimum of 250 hours of flying. The new rule requires the ATP license and the 1,500 hours. In addition, the FAA now requires a pilot to have at least 1,000 as an airline first officer before flying as captain. The minimum age for an ATP license is 23 years.
After finishing flight training, we all have one thing on our minds. Landing that first job! Below is an article that lists some of the things you can expect before hearing the word “Hired”.
Pay
Everyone seems to get VERY hung up on this one. There is more to an airline than their hourly pay rate. While doing your research be sure to look at more than just the hourly pay rate. Some companies have better contracts than others. For example some companies simply pay you X to fly from here to there because it takes 2 hours. If your flight taxis out and sits on the ramp for 5 hours, too bad, you are only getting paid for 2 hours. Other companies will pay you “block or better”. This means that you are guaranteed 2 hours of pay and if you go over that, they will pay you for the length of time you have to sit on the taxi way and the flight time. Duty Rigs are another thing you should check for in their contract. Every airline that I know of only pays it’s pilots when they are actually in the cockpit with the door shut. Is this company going to make you show up to work at 6am to fly to some po-dunk airport and sit around for 5 hours before flying to your next destination? If they do this to you, are you going to get paid at least X hours for the day? I don’t know about you, but when I have to go to work, I like being paid for my time! I’d rather not sit around in some airport terminal and not get paid. Other companies pay their pilots a yearly salary no matter how much or how little they fly.
Bases
Where will you start and end all of your trips? Are any of their bases close to your home or will you need to move or commute? If you plan to move, make sure you factor in how much moving will cost you and how much housing costs in the city you are moving to. If you choose to commute, you need to consider things like paying for a crashpad at your new base. Airport parking fees at your home airport. What companies have service between your home airport and your new base? How frequent are the flights between those two airports? Does your company have jumpseat agreements with the companies that service those airports? How competitive will your commute be? (how many other pilots will be trying to do the same commute you are) Commuting will let you live where you want but it also means you will use a lot of your days off getting to and from work. When the weather is bad and the flights are over sold, this can really take a toll on your stress level. You might have to leave home at 6am to wait around at the airport all day to catch a flight to your base. Then after you get to your base you might not start work until 8pm and you don’t get done flying until midnight. Obviously this makes for an extreemly long day! (the same can be true for getting back home after you are done flying)
Another hot topic area is how quick is the upgrade? Typically upgrades are faster at companies with a lot of movement. You need to ask yourself, why does company A have so much more movement than company Z? Is it because other airlines are hiring their pilots so quickly or because people don’t like working there? Generally it’s because people can’t stand working there. The choice you have to make is if you’d rather have a decent quality of life for a longer time or get the quick upgrade and hate your quality of life.
Benefits
Almost every company offers some sort of flight benefits. Some are better than others. Almost all of them are space available reservations. This means that you can go for free or relatively cheap as long as there are seats available. Yes, this can be a great deal, but can also be a huge headache. I’ve gotten on the first flight of the day many times, but I’ve also sat around the airport from 6am until 9pm trying to get on a flight only to be turned away. Tickets are so cheap these days, if I need to get somewhere, I don’t bother trying to ride on my flight benefits and I just buy a ticket instead.
Retirement
Yes, I know you are young and don’t need to worry about retiring for at least 30+ years. The question you need to ask yourself is: How old do I want to be when I retire and how comfortable of a retirement do I want to have? I’ve flown with other pilots that have no clue what they will do when they retire because flying is all they know and they don’t have very much money in their retirement funds. If you start saving for retirement early on, those funds will grow over and over again and you will have a very comfortable retirement. Some companies offer matching contributions which is basically FREE money! You should at least contribute at least that much per paycheck that way the company is giving you the maximum FREE cash possible!
Aircraft
Do you have any idea what SJS is? Shinny Jet Syndrome! There are so many people who come out of flight training that have SJS it’s pathetic! Don’t go fly for some company just because they have brand new shinny jets! You paid a lot of money and spent a lot of time to get to where you are today. Just because XYZ has 50 brand new CRJ-700’s or EMB-170’s on order, that does not meant they are a great company to work for. Do your homework and you will be a lot happier with your decision!
Types of flying
This comes down to what type of person you are. Do you like the scheduled routine and like knowing when you start work and when you will finish? You will fly to the same airports over and over again, but you’ll know all the routes and won’t have to worry about landing somewhere you are unfamiliar with. This type of flying is usually with a hub and spoke carrier. Are you the type of person who likes variety in your life? There are companies out there where you’ll hit different airports all day instead of the same ones over and over. How many days would you like to work in a row? Some comapnies do all day trips where you start and end your trips at your base every night. Other companies have 2 day, 3 day, 4 day trips, etc. Some places even do 18 day trips where you work 18 days straight (with breaks on the road) and then you are off for the remainder of the month. These are all things to think about before you narrow down your job search. Options: Airline or Freight carriers tend to be hub and spoke always going to the same airports during your trips. Fractional Ownerships, corporate or charter companies usually don’t go to and from a hub all the time. They have a lot more variety in their schedules.
Contract
This is a big area that you should put a lot of research into. A contract can make or break your decision to work for a company. Would you rather work for a company that has 10 guaranteed days off per month or one that has 15 guaranteed days off per month? Some companies have that quick upgrade time, but guess what, you are going to work your tail off! When you first get started in the aviation world, you will probably want to fly, fly, fly, but after the luster wears off, you’ll want more days off! For most people, that’s what it’s all about. Get the most time off and make as much money possible. Other things besides days off to consider are things like seniority or merit based systems. Seniorty is good because it forces the company to give pilots perks in seniority order. Such as bidding your schedule based upon how long you’ve been at the company, who upgrades and in what order. If you are on a merit based system, you better be ready to suck up a lot! If you don’t, you will more than likely be passed over for the bosses kid or someone else who does suck up.
Training
Will you be paid during training? Will the company put you up for your training or will you have to rent a place to stay during training?
Training contracts –
I love this one! Some companies have them and some don’t. If a company requires you to sign a training contract before they will let you work for them, that should be a HUGE red flag! Normally this means that people hate working here or there are better places to work so they get some experience and leave. The only way the company can keep people is by holding them to these expensive training contracts ($10,000 – $15,000 is pretty average). Companies that are good places to work won’t require you to sign one of these because they aren’t worried about you leaving. Source
Should You Consider Accelerated Flight Training?
Accelerated flight training is immersion flight training for pilots who want to get their certifications as quickly as possible. The trainer balances the need for safety in pilot education with the desire to complete training routines efficiently. This option is available at a number of flight schools. Pilots should be aware that it can be more expensive than conventional training because it may require dedicated resources.
In an accelerated flight training program, the pilot trains for multiple hours a day in an immersive environment. This includes ground school as well as opportunities to access flight simulators. As the trainee develops competency, the instructor can take the student up in an aircraft for flight lessons. Instructors evaluate the students throughout the process to determine when they are ready for the next step, and the program will meet any hours requirements set out by government agencies. The goal is to produce a competent pilot within a short period of time.
This option is available to trainees who can afford to take several weeks to focus on flight school. They may not have days off during the accelerated flight training. The school may recommend some work before starting school. This can include getting a health certificate and taking other steps to prepare so there will be no holdups during the training and certification process. This can prevent wasted time spent on bureaucratic matters while students receive their flight training. Source
A Few Factors To Consider
Time
Accelerate flight training programs commonly instruct their students in as little as two weeks up to around 60 days. This can happen if you have already passed your written test or at least taken some type of ground school.
Cost
The largest factor to determine the cost of flight training is how often you fly, the price of aviation fuel, the type of plane and your instructor’s costs. While some of these could possibly be open for a reduction, you can help lessen your cost by locking in a price with an accelerated flight training program. When you call and talk to your flight training school, ask them if they will lock in a price for a certain number of flight hours with an instructor. This way you will know, with reasonable accuracy, what your costs are going to be to get your private pilot license.
Flight Instructor
Make sure to check out your instructors’ references before you commit to any school. Some certified flight instructors, especially if they are newly licensed, will be building flight time until they can move on to their first flight line job. While training is one of the greatest ways to become a better pilot, the attitude of the instructor is something to consider. Find out if your instructor at your accelerated flight school has the knowledge, experience, and teaching ability that you are comfortable with. Normally, you will find a better fit at a local FBO with certified flight instructors who are there to teach and not there to build time. As with other training, prices are negotiable with flight schools and trainers. Before you begin training, call around and get the prices for each of the items involved in training. You might try to use this information to negotiate with the flight school that you end up choosing.
Ground School
What is your learning style? Are you experienced at teaching yourself or do you prefer group sessions? Can you read a book and absorb all of the knowledge you need to know, or would videos work better for you? All of these items need to be taken into account in your decision for a flight school. Accelerated Flight Schools can be so effective because you must learn all or most of your written test standards before you start with them. By the time you walk in the door, it’s time to jump in the plane and fly. If you aren’t good at teaching yourself, or would prefer to ask lots of questions and discuss principles and practices with others, a traditional flight school would be more to your liking.
Your Decision
What all of these items really boil down to is “what is the right decision for you?” Do you want to get as many individual licenses and ratings as you can so you can move on to flying big jets at an airline? Or, would do you just want to fly for fun and do weekend trips? Source
Do accelerated flight training programs work?
Michael Phillips is a Master Flight Instructor and a charter member of the Society of Aviation and Flight Educators (SAFE). He instructs at CP Aviation in Santa Paula, California. He says:
“The simple answer is ‘maybe.’ This answer is based on working with clients who have been through an accelerated program, discussions with designated pilot examiners and personal experience.
“I know pilots and instructors who have been through various types of accelerated training programs. The results have been both positive and negative. The good programs and positive outcomes resulted from a well-designed program facilitated by professional management and instructors working with clients who have a solid foundation on which to build additional skills. They were also programs that were able to adapt to the needs of the pilot training. The programs that are lacking in these key areas may offer a service that results in a certificate, but the pilot does not feel safe, competent or confident.
“The strength of these programs is personal attention and total immersion. They are not designed for someone who has demonstrated weaknesses in basic piloting skills or cannot disconnect from daily life. Also, if you choose an accelerated program, complete the knowledge test for the rating being sought prior to beginning the course. This will free you up to concentrate on the practical application of the material covered in the written exam and will allow you to focus on your flying and preparing for the practical test.
Professional Pilots must now have first-rate knowledge and continually upgraded skills if they want to hear the word “Hired!” Pilots who train at quality aviation schools and who possess the technical knowledge, first-rate flying skills and a professional attitude will have the hiring edge!
Professionalism and knowledge are now prerequisites for entrance into the worldwide airline industry. Fast paced, “fast track” programs, or self-study courses will not meet the new airline industry standards.
Flight School and Flight Training Programs
For more than 31 years Aviator has been the leader in multi-engine flight training. We have provided over 5000 professional pilots to the airline industry, both nationally and worldwide, through our Professional Pilot Flight Training Programs. Our FAA-certified Part 141 approved flight programs provide students with the skills and experience demanded by today’s commercial aviation industry. Aviator is accredited by the ACCSC (Accrediting Commission of Career Schools and Colleges).
Our Professional Pilot Program is set in a flight training, structured environment to ensure the student receives the knowledge that is required to be a professional pilot. This program is from 0 hours to over 250 hours, of which 200 hours will be multi-engine time. The program includes Private Pilot Single Engine through the Multi-Engine Flight Instructor Certificate. Cross Country flying is coast-to-coast, if desired.
When you choose Aviator, all flight training is logged in aircraft. Our Flight Training Devices (FTDs) are used for ground training purposes only. NO FTDs (SIMULATORS) ARE USED FOR FLIGHT TIME TOWARDS YOUR RATINGS!
This “hands-on” approach provides the best flight training environment for pilots of the future. We encourage training in actual instrument conditions. Flying at the Aviator is 24 hours-a-day, rain or shine. Aviator flight training programs offer more actual multi-engine time than any other school in the country. Our fleet of multi-engine aircraft are equipped with GPS and are being converted to EFIS Systems (Glass Cockpits).
Come and take a tour and see the Aviator difference.
Tips On Flight Training Preparation
Being a pilot can be a very rewarding experience. To take advantage of aviation’s rewards, you must make sure you get the good, solid information and aviation training that you’ll need to be a safe, confident pilot in the air.
Five Facts About Flight Training
- FACT: The current recession has created fierce competition for jobs in all industries. Now is the perfect opportunity for you to start your flight training in an industry that has tremendous potential!
- FACT: Airline jobs are not going away, the demand is beginning to increase. For many current airline pilots, the mandatory retirement age is approaching!
- FACT: The FAA is now taking a more serious look at airline pilot flight training. This is forcing the airline industry to take a harder look at candidates for pilot replacements!
- FACT: Professional Pilots must now have first-rate knowledge and continually upgraded skills if they want to hear the word “Hired!” Pilots who train at quality aviation schools and who possess the technical knowledge, first-rate flying skills and a professional attitude will have the hiring edge!
- FACT: Professionalism and knowledge are now prerequisites for entrance into the worldwide airline industry. Fast paced, “fast track” programs, or self-study courses will not meet the new airline industry standards.
One of the most important steps in that process is finding the right flight school. Before your begin your search for flight school and flight instructor, read this interview with Rod Machado, where he provides an overview of what future student pilots should know.
1) In your opinion, what is the most important thing for a wannabe student pilot to consider when he or she looks for an instructor?
Find a good one. Nothing, and I mean NOTHING! is more important than finding a good flight instructor. In fact, it’s better to spend three years looking for a good instructor than to spend just three minutes with a bad one. As AOPA’s national flight instructor representative I hear so many horror stories about students who’ve hooked up with bad instructors. It’s a real shame because a bad instructor can ruin aviation for a student on just one flight, and, in my opinion, that should be a criminal offense. If a student finds him- or herself in the presence of a bad instructor then run like the wind. Get away from this person. On the other hand, if a student has a good instructor (and the vast majority are), tell everyone! This is one time bragging at the airport is good for everyone. The fact is that there are some incredible flight instructors in this business and they don’t get enough credit for all the good work they do. It’s the bad ones that wreak havoc and attract all the attention, and that’s a terrible shame.
Unfortunately, some students don’t know that they have a bad instructor. All they know is that they aren’t having fun flying with there instructor, “Iri Tating,” “Udid Wong” or “Maddy Atyou”. Their instructor shouldn’t: yell at them, belittle them, mock them, dismiss them or scare them. He or she shouldn’t consistently show up late for lessons or show up for lessons unprepared. He shouldn’t behave like his or her interests come before the student’s interests. Equally important, he or she should be guiding the student in their training in accordance with the PTS or practical test standards. If a student has soloed and hasn’t heard of the PTS, then this doesn’t look good for that student’s home team. The student should get with the instructor and ask what syllabus he’s using and why a copy of the PTS hasn’t been provided or requested for training. If a student isn’t satisfied with the instructor’s response, then he should change instructors.
2) How should the wanna be pilot go about finding an instructor?
There are two things all aviation students needs to do when looking for a good instructor. First, visit the local FAA designated flight examiner (call the FAA for a listing of these folks). Ask these examiners who they might recommend for flight training. They should tell the designee that they’re looking for a patient, capable, safety conscious flight instructor who has a good record of getting students past the checkride. After all, the designee knows a lot about the local instructor population and knows who the good ones are.
Second, the student should check on the instructor’s reputation. There’s nothing, and I do mean NOTHING! more important in determining a flight instructor’s worth than his or her reputation. Pound the pavement at the airport, ask questions of the local pilots, do a little gumshoe work with a thoroughness that a Sherlock Holmes would appreciate. Ask for references. Call the students of the prospective instructor and ask them questions. Ask, ask ask! Then ask more questions until the potential student is satisfied that this instructor is the right one for the job. The more a student knows about a prospective CFI the more likely he or she will have a fantastic training experience.
3)What pilot supplies should the wanna be pilot purchase? What items are “must haves”? What are “nice to haves”?
I recommend that every student have two good aviation text books. One should help them understand basic aviation knowledge while the other discusses the fundamentals of maneuvering an airplane. Students should also have a good written test guide to help them prepare for the private pilot knowledge exam as well as a copy of the PTS (if the instructor hasn’t already provided a copy). An E6-B manual computer, plotter, a local sectional chart, logbook, a seat cushion (if necessary) and a comfortable headset should be sufficient for starters. These items are “must haves.” A nice-to-have item might include M&Ms to dispense to the flight instructor when he or she says nice things about your flying skills and/or mentions how good you look while wearing a headset (just kidding on that one). Nice-to-have items might include videos on basic flight maneuvers, a handheld GPS unit, electronic E6-B computers, flight bag, etc.
4) What kind of syllabus should the student use? What are the pros/cons of Part 61 vs. 141?
The instructor is in the best position to recommend a syllabus. The student should, however, make sure to ask for a copy of the syllabus so as to better prepare for each lesson. In regards to Part 61 schools vs. Part 141 schools for private pilot preparation, there’s no significant, practical or meaningful difference, in my opinion. The fact is that a student’s success has very little to do with the regulations he or she trains under but has everything to do with the instructor doing the training.
It’s true that a Part 141 school has a minimum of 35 hours for private pilot training while Part 61 has a 40 hours minimum. The national average range, however, says that students acquire 60 to 70 hours of flight time before earning their private pilot certificate. On the other hand, capable students with good instructors (and good weather, good airplanes and time to train) can expect to earn a private pilot license in about 30% less time.
5) What should the student do if he or she does not seem to “click” with the CFI? What should the CFI do?
The student is the consumer and deserves the best return on his or her investment. If things aren’t clicking between the instructor and the student, then the student should immediately change instructors. The best way to prevent this process from being too uncomfortable is for the student to agree to no more than three lessons when initially signing up for flight training. The student should tell the instructor that, at the end of the third lesson, he or she will evaluate the prospect for a longer term flight training commitment. This way, at the end of the third lesson, if the instructor’s behavior doesn’t suit the student (perhaps because the instructor likes to make bird calls into the mic when the student is talking to the tower), it’s much easier to stop the training and switch to a more compatible instructor.
While I’ve emphasized how important it is to find a good instructor, it’s equally important for the flight instructor to recognize that he or she might not click with all students (especially if the student is the one making those bird calls when it’s not the appropriate time to do so). The fact is that an FBO may expect a flight instructor to fly with a student that may not be the most enjoyable person on the planet. The CFI, however, is a professional and is performing a service for his or her company. Therefore he or she can’t always expect the flight training experience to be full of party hats, streamers and horns. On the other hand, the instructor has a right to expect his student to behave in an educationally responsible manner. This means that the student is expected to do the required homework and study to the satisfaction of the instructor. After all, the instructor’s neck is on the line if his or her student crumples an airplane or, heaven forbid, hurts anyone in the process. If the instructor doesn’t feel that his or her student is studying sufficiently to meet the basic standards of knowledge and proficiency, then the instructor should discontinue that student’s flight training.
6) How can the student expedite his or her training experience?
Aside from visiting Kitty Hawk and rubbing dirt from Kill Devil Hill into their scalps, there are three things students can do to help them learn faster. First, they should begin training during the months when the weather is accommodating (or move to California and train anytime). Second, they should be willing to teach their instructor how they learn best. It’s amazing to me that we’ll throw ourselves at the mercy of an instructor without giving that person even a hint about the strategies with which we learn best. Third, all students should use visualization techniques to help them review the principles learned on each lesson. It’s not at all unusual for good students to spend at least twice as many hours in visualization practice for ever hour in the cockpit. Fourth, purchase Microsoft Flight Simulator 2004 and practice all the basic and advanced flying lessons in that package. I wrote those lessons and am the instructor’s voice in that software package. Those lessons are very close to the real thing. In fact, the Navy uses Flight Simulator to help its Naval candidates learn about flying. From the letters I’ve received from students all across the country, it’s obvious that these lessons produce a big benefit on expediting a student’s flight training.
7) Your view on accelerated training programs (the ‘give us 10 days, we’ll turn you in to a private pilot’ programs.) What are their positive and negative aspects?
Let me answer that question this way. There’s no way in the world I could make someone a legitimate martial arts black belt in one month, even if that person could train every day, for 12 hours a day. No way. That just can’t happen. It takes at least three to five years of intensive training to acquire legitimate black belt skills. It’s just not possible to see enough or hear enough to gain a sense of what is or is not possible or what works and doesn’t work in the sense of defending one’s self in that short time period. Similarly, a primary student trained over a period of 10 days (as compared to one trained over a period of three months) is not likely to have a sense of right and wrong or what’s possible and what’s not possible in the air. On the other hand, my web site ( http://www.rodmachado.com ) has an article describing someone who obtained her license in 13 days. She was able to do this because she had already passed her written, was in an area having fantastic weather and had one of the most capable, competent and experienced flight instructors in the business. To be fair, these accelerated programs work quite well for the instrument rating for two reasons. First, the pilot in training already knows how to fly. Second, the accelerated instrument training programs almost always guarantee that you’ll get an excellent flight instructor (were this not so then the companies that do this training couldn’t stay in business).
8) Does the type of aircraft (Cirrus vs. Cessna for example) the student learns in make a difference?
I’ve taught primary students to fly in both complex and simple airplanes. For primary training, my preference is to always train in the simplest, least complex airplane possible. A Cessna 150 or a small taildragger are excellent choices for anyone learning to fly. The reasoning here is that most of what a student would learn when flying a complex or advanced airplane (using a propeller control, raising and lowering gear, operating cowl flaps, using advanced GPS interfaces with moving map displays and so on) is incidental to the basic act of flying. These items are ancillary skills and/or areas of knowledge that can be acquired after one learns to actually fly an airplane. The important point is to learn to FLY first. That means learning basic stick and rudder skills sufficient for a student to develop confidence in his or her flying ability. This is one reason why I can teach someone to fly in a non-rudder-pedal equipped Ercoupe in the minimum FAA allowed time and transition them into a Cessna 172 in as little as five additional hours. That’s a fact. On the other hand, I’m always amazed at how many pilots there are flying advanced aircraft that are deathly afraid of stalls, slow flight, crosswind landings and so on. This occurs because they didn’t learn to fly an airplane. Instead, they learned to move the controls in such a way as to pass a private pilot checkride. This is a terrible shame and it often makes flying an uncomfortable, unpleasant proposition for these folks.
Another very important issue with learning to fly in a complex airplane and/or an airplane with complex avionics is that a student might spend way too much time with an instructor before soloing. I’ve heard it said that it’s just fine in a pilot spends 50 hours with an instructor before soloing in a technically advanced airplane. The problem here is that the student, spending this much time with an instructor, starts to become dependent on that instructor for his or her feeling of comfort aloft. Remember, the purpose of solo isn’t to give the instructor a rest and let his nervous system regenerate. It’s to give the student confidence. I’ve seen it happen over and over again where an instructor is reluctant to let a qualified student solo (for whatever reason) and keeps giving that person dual instruction. Eventually, after about 35 hours or more of dual, the student no longer feels confident about his or her ability to fly the airplane alone.
Additionally, by 50 hours or so, it’s possible that the student should already have his or her private pilot certificate. If the student wanted to move into a technically advanced aircraft after receiving his or her private license, it might only take an additional 5 to 10 hours of training to make this transition.
9) What are the most common learning plateaus for students?
There are two “major” learning plateaus that students typically experience during their flight training. Learning to land is the first plateau. After five or six lessons on basic airwork, most students begin work in the traffic pattern. It’s here that the student’s knowledge is being collected, connected and conveyed. It takes about another six to seven lessons in the pattern before the student is ready to solo. During the pattern work, students sometimes feel that they’re just not improving quickly enough. The other significant learning plateau occurs when preparing for the private pilot checkride. Training for a higher level or precision can induce a noticeable learning plateau in many students. Now, many smaller learning plateaus are possible but these two are the most common. There are many ways a flight instructor can help his student off the learning plateau. One of which deals with practicing alternate tasks, such a instrument flying, when a student is stuck and not improving in another area. Another is to take a few days off and let the mind make sense of things at its own pace (no, I mean the student should take time off, not the instructor).
10) For the student who wants to fly in a glass cockpit aircraft (like the new C-182s) should they even bother to learn the steam gauges?
No. If a student insists on learning in an airplane with a glass cockpit then have at it. The only reason to learn in an aircraft with the typical “steam” gauges is that this airplane is more likely to be a simpler, less complex airplane to fly. And I’ve already given my reasons for taking training in these airplanes over more complex, technically advanced ones.
Commercial Pilot License Benefits, Requirements and Training
As a commercial pilot, you may act as pilot in command of an aircraft that is carrying passengers or property for compensation or hire and may be paid to act as pilot in command. Becoming a commercial pilot offers whole new possibilities for your flying career. Some benefits to pursue your commercial pilot license are:
- You can be paid for your flying time. On top of being paid for your flying time, you will not be paying for the airplane, but will be logging time in your logbook.
- The skills you learn while pursuing your commercial pilot license will enhance your safety as a pilot.
- You will be able to control airplanes with greater skill and accuracy.
- You will be able to perform more advanced maneuvers and emergency procedures with greater confidence.
- The skills you learn will prepare you to carry passengers with more comfort and ease, which is to their liking.
- You will increase your knowledge and understanding of aircraft systems.
- You will become endorsed to operate complex airplanes. (A high-performance endorsement may also be included depending on the type of airplane you train in.)
- You will learn many of the regulations and requirements about flight for hire, which will keep you flying legally and in good standing with the FAA.
- You may enjoy a decrease in your insurance rates if you own your own airplane.
- You will be able to offer your services to provide scenic flights, photography flights, ferry flights, and crop dusting to paying customers. You can also work for a skydive operation with nothing more than a commercial pilot license.
- Training for a commercial pilot license is not only very beneficial to your career and goals, but is an incredibly fun license to work towards!
- Even for those not planning on a career in aviation, holding a commercial pilot license looks very good on resumes.
Travel Perks
As well as getting to fly to either domestic or international destinations as part of their job, airplane pilots get big discounts on personal air travel. Many also enjoy discounts on personal car rentals and hotel rooms through their employers. These benefits can be for life and often extend to other family members. Pilots also enjoy free hotel accommodations when they have to stay away from home overnight.
Flexible Schedule
Because pilots are limited to about 1,000 flying hours per year, many people think it’s a fairly relaxed job. But pilots actually work about 225 hours each month. This can include non-flight duties such as flight scheduling, record keeping and the arrangement of aircraft maintenance. Despite this, they can enjoy flexible working hours and extended periods of time off, during which they can make full use of their travel perks.
Financial and Medical
Airlines typically provide their pilots with free enrollment in a 401k savings plan, with some companies matching employee contributions. Pilots often receive comprehensive medical coverage that extends to their families. Most people would agree that everyone benefits when pilots can focus on their work without worrying about family health matters.
Sundries
Pilots don’t have to worry about buying work clothes, as airlines provide uniforms free of charge. Pilots typically eat for free or at a reduced rate while in the air or staying in hotels between travel legs. Depending on the airline they work for, some pilots enjoy education gift-matching programs that match charitable donations to educational institutions dollar for dollar and discounts on a variety of non-travel-related products and services as well. Source
FAA Requirements to Obtain a Commercial Pilot Certificate
Summary requirements
- Be able to read, write, and converse fluently in English
- Be at least 18 years of age
- Hold at least a current third-class FAA medical certificate. Later, if your flying requires a
- commercial pilot certificate, you must hold a second-class medical certificate.
- Hold an instrument rating. A commercial pilot is presumed to have an instrument rating. If not, his/her commercial pilot certificate will be endorsed with a prohibition against carrying passengers for hire on day VFR flights beyond 50 NM or at night.
- Receive and log ground training from an authorized instructor or complete a home-study course
- Pass a knowledge test with a score of 70% or be tter. The instrument rating knowledge test consists of 100 multiple-choice questions selected from the airplane-related questions in the
- FAA’s commercial pilot test bank.
- Accumulate appropriate flight experience and instruction (see FAR 61.129 ). A total of 250 hours of flight time is required.
- Successfully complete a practical (flight) test given as a final exam by an FAA inspector or designated pilot examiner and conducted as specified in the FAA’s Commercial Pilot Practical Test Standards.
For a detailed version of FAA requirements for CPL please visit the source link.
Flight Training Courses At Aviator Flight Training Academy
The Aviator Flight Training Academy offers a full line of flight training courses to meet the individual needs of each student. For a complete list of programs, visit Flight Training Programs page.
Multi, Instrument, & Commercial
- 150 Hours of Multi-Engine
- Cross Country flying coast-to-coast
- Price includes flight instruction and all ground instruction
- Course time is eight weeks or less
- Writtens and Checkrides are extra
- NO FTDs (Simulators) are used towards flight time
- To enroll you must hold your PPL and 100 hours total time
- Eight weeks of housing included (one person per bedroom)
$ 29,995.00
Financing Available for those who qualify
Multi-Engine Rating
- 10 Hours Multi-Engine
- Pre & Post Flight, Ground Instruction
- NO FTDs (Simulators) are used towards flight time
$ 3,100.00
ATP Multi-Engine Rating
- 10 Hours Multi-Engine
- Pre & Post Flight, Ground Instruction
- NO FTDs (Simulators) are used towards flight time
$ 3,100.00
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