Airline Pilot Qualification Standards

If you enjoy taking to the skies, becoming an airline pilot is one of the best ways to do it. They are frequently in the air, have control of the aircraft, and are traveling all the time. While many pilots fly more local routes, others travel to international destinations. There are rather strict airline pilot qualifications for becoming an airline pilot and it will take some time, but it will be well worth the effort once you sit in the pilot’s seat.

Employment Outlook for Pilots

As far as job growth is concerned, the Bureau of Labor Statistics is expecting there to be an increase in the number of pilots of about 12 percent between 2012 and 2018. This is equal to most other jobs. They also expect a large increase in the number of commercial and cargo air traffic – which will mean job security and opportunities for advancement.

One of the 5 facts of flight training says:
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!

If you are considering taking flight training or already student at flight school or aviation college: Listen up! A few days ago FAA issued a press release in which they propose to raise airline pilot qualification standards. Here is the FAA statement from February 27, 2012:

FAA Proposes to Raise Airline Pilot Qualification Standards

WASHINGTON– The Federal Aviation Administration (FAA) today proposed to substantially raise the qualification requirements for first officers who fly for U.S. passenger and cargo airlines.
Consistent with a mandate in the Airline Safety and Federal Aviation Administration Extension Act of 2010, the proposed rule would require first officers – also known as co-pilots – to hold an Airline Transport Pilot (ATP) certificate, requiring 1,500 hours of pilot flight time. Currently, first officers are required to have only a commercial pilot certificate, which requires 250 hours of flight time. The proposal also would require first officers to have an aircraft type rating, which involves additional training and testing specific to the airplanes they fly.

“Safety in all modes of transportation is our number-one priority,” said Secretary LaHood. “This proposed rule reflects our commitment to the safety of the traveling public by making sure our pilots are the most qualified and best trained in the world.”

“Our pilots need to have the right training and the right qualifications so they can be prepared to handle any situation they encounter in the cockpit,” said FAA Acting Administrator Michael Huerta. “I believe this proposed rule will ensure our nation’s pilots have the necessary skills and experience.”

Other highlights of the proposed rule include:

• A requirement for a pilot to have a minimum of 1,000 flight hours as a pilot in air carrier operations that require an ATP prior to serving as a captain for a U.S. airline.
• Enhanced training requirements for an ATP certificate, including 50 hours of multi-engine flight experience and completion of a new FAA-approved training program.
• An allowance for pilots with fewer than 1,500 hours of flight time, but who have an aviation degree or military pilot experience, to obtain a “restricted privileges” ATP certificate. These pilots could serve only as a first officer, not as a captain. Former military pilots with 750 hours of flight time would be able to apply for an ATP certificate with restricted privileges. Graduates of a four-year baccalaureate aviation degree program would be able to obtain an ATP with 1,000 hours of flight time, only if they also obtained a commercial pilot certificate and instrument rating from a pilot school affiliated with the university or college.
• The proposal addresses recommendations from an Aviation Rulemaking Committee, the National Transportation Safety Board, and the FAA’s Call to Action to improve airline safety.

The proposed rule can be viewed here.  The public may comment on the proposal for 60 days after publication on February 29.

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Types of Pilot Training Schools

Most airports have pilot training available, either by flying schools or individual flight instructors. A school will usually provide a wide variety of training aids, special facilities, and greater flexibility in scheduling. A number of colleges and universities also provide pilot training as a part of their curricula.

There are two types of schools. One is normally referred to as an “FAA-approved school” and the other as a “non-approved school.”

Enrollment in an FAA-approved school usually ensures a high quality of training. FAA-approved schools meet prescribed standards with respect to equipment, facilities, personnel, and curricula. However, many excellent pilot schools find it impractical to qualify for the FAA certification, and are referred to as non-approved schools.

One of the differences between FAA-approved schools and non-approved schools is that fewer flight hours are required to qualify for a pilot certificate in an FAA-approved school. The requirement for a private pilot certificate is 40 hours in a non-approved school, and 35 hours in an approved school. However, since most people require 60 to 75 hours of training, this difference may be insignificant for a private pilot certificate.
Check for pilot school locations or contact your Flight Standards District Offices local FSDO for pilot schools in your area.

Choosing A Pilot Training School
You must make your own decision on where to obtain flight training. Once you have decided on a general location, you might want to make a checklist of things to look for in a school. By talking to pilots and reading articles in flight magazines, you can make your checklist and evaluate a school. Your choice of a flight school might depend on whether you are planning on obtaining a recreational or private certificate or whether you intend to pursue a career as a professional pilot. Another consideration is whether you will train part-time or full-time.

Do not make the mistake of making your determination based on financial concerns alone. The quality of training you receive is very important. Prior to making a final decision, visit the school you are considering and talk with management, instructors, and students. Evaluate the items on the checklist you developed and then take some time to think things over before making your decision.

After you have decided where you will learn to fly and have made the necessary arrangements, you are ready to start your training. An important fact: ground and flight training should be obtained as regularly and frequently as possible. This assures maximum retention of instruction and the achievement of proficiency with the least expenditure of time and money.

Flight Training at Aviator College

• Cost Effect Flight Training & Aviation Degree. The most cost effective pilot training program with a two year degree in an aviation related field.
• Jump Start Your Aviation Career. It makes sense in these economic times to get your Associates Degree and all the pilot training necessary to excel in the aviation industry now and work on your next degree at your own pace!
• More Multi-Engine Time. Our Aeronautical Science Program includes more multi-engine time than any other college or flight training program.
• No Flight Training Time Logged in Training Devices (Simulators). The College has a state of the art 37,000 square foot facility, featuring a CRJ Level 5 Flight Training Device (Simulator). FTDs are not used towards your flight time for any ratings!
• Job Placement Assistance with Regional Airlines for our Flight School Graduates. Aviator offers job placement assistance for our flight school graduates!

Aviator college invites you to schedule a visit. Once you tour our facility, you will see for yourself that not all flight training schools are the same – Aviator College is one of the best flight training schools in the country.

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The Cost of Private Pilot License and Training

You chose a great career. The rewards of being a commercial pilot are very satisfying – the job is exciting and the average salary of a commercial pilot is over $100,000 a year. Getting your private pilot license will not be not easy. Flight training is expensive and financing may be tough. Before spending thousands of dollars on your college education and flight training, we recommend you do your homework in researching the right aviation college and/or flight school.

Frederick Longe has written a great article for aspiring pilots and flight training students that outlines expenses and cost associated with getting a Private Pilot License (PPL). He has been flying since 1985. He has logged over 9,000 Hours of flight instruction alone. In 1998 Longe was awarded one of the first Master CFI Designations in the country by the National Association Of Flight Instructors. Airfreddy’s Private Pilot Training Information Website.

If you have been looking around the internet on information about the cost of a Private Pilot License, I am sure you have seen some articles written by people who are not even in the industry and others written by Private Pilots who may have just received their private pilot licenses. Some of the information may be close and others are pretty far off.
There are a lot of factors that will determine what a Private Pilot License (Certificate) will cost you. The first things you want to think about are:

1. Airplane Price Per Hour
2. Flight Instructor Price Per Hour

Depending on where you are in the country these rates can be dramatically different. These two rates will be the most important factors however, there are other factors that can dramatically increase your cost. I will give you some examples of things you want to look at.

1. The Flight School Itself: You need to poke your nose around the community and see what is going on. You will want to ask people who recently got their Private Pilot License and ask them how much it cost and how many hours they ended up having.

In many cases you will see much more than the flashy clean flight school. I know of many Flashy High Dollar Flight Schools that once you get out into the aviation community, you will want nothing to do with them. You may find many of the people you talk to ending up with an excessive amount of hours and may have had up to six instructors. I know this first hand since many of those students come to me half way through their training. This is one reason I always tell people to take some time and research and come up with a plan first.

There are on the other hand many flight schools that are concerned about their students and are willing to work with students to get them licensed in a cost effective manner. You just have to find them.

2. The Flight Instructor: If your instructor is not a good teacher your chances of getting your private pilot license in a cost effective manner get slimmer. You need to look into this.

Other factors that have to do with the flight instructor is their aviation game-plan. If they are a good flight instructor that cares about his/her students you can plan with them and get things done in a cost and time effective manner. If you have an instructor that is just trying to get to the magic hiring number for an airline, your flight training will be compromised and you can plan on spending a lot more money.

3. Books and Materials:

In most cases you can get home study courses for about $200 or so. Some schools will require you get their $500 DVD packages. I have always told students to do what is best for them. All of the courses out there cover the same material taken from the official FAA publications. The material that is used for your practical test is the FAA publications.

4. Examiner Fees:

This part most flight schools don’t even mention at all. Once again depending on where you are in the world, this price can vary a lot. One part of the country you may find a private pilot flight test for $200 but in others like here in phoenix it will around $400.

A few of these factors put together can make the difference between a happy safe confident Private Pilot and a frustrated student pilot. If you are on a tight budget and have been saving for a long time, these factors will make a difference.

Planning this out is the most important thing you can do. In order to pass the Private Pilot License flight test you need to be proficient. Depending on the rates, instructor, and Flight School You Choose, $8,000 – $9,000 is a realistic budget and finishing at 45-50 hours is realistic.

The Planning process is the most important part. There are many delays that can happen, weather, maintenance and people getting sick.

For Explaining this I break the Private Pilot License Cost down into four parts. I do this so you can understand each phase of training. Then we will add it all up and you can see were the expenses are coming from. I break everything down in the following manner:

Private Pilot License Cost – Books and Materials
Private Pilot License Cost – Pre Solo Training
Private Pilot License Cost – Post Solo Training
Private Pilot License Cost- Flight Test Preparation
Total Private Pilot License Cost

Each one of these areas has a cost. It is easier to understand when you have everything broken down in front of you. Planning for the Private Pilot License is the most important thing you can do.

Aviator Flight Training

The Aeronautical Science Program prepares the graduate for an aviation career by providing a strong foundation in mathematics, physics, aeronautical sciences, aeronautical technology, and the aviation industry. Aviator provides the most cost effective pilot training program with a two year degree in an aviation related field.

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Challenges in Flight Training For Internation Students

Learning how to fly can lead you into interesting path and travel opportunities, the freedom of moving in three dimensions is full of fun as well. Learning how to fly is also one of life’s most rewarding adventures. To take advantage of the aviation rewards you must make sure you get the solid information that you will need to be safe and become a confident pilot. Once you have the information you need you must take the very important step. The very important step for this process is to look for the right flight school; there are thousands of school out there but in picking a flight school don’t make rash and hurried decision you must choose wisely. Checklists are aviation mainstays that ensure all procedures are accomplished and therefore made for safe flights; this same procedure can be applied in selecting a good flight school. Following a certain procedure will be a great help in your decision making.

In your flight training, you will be taught strategies with the highest potential to reduce the chances of catastrophic accidents as well as less serious safety events. In the school you have chosen, you will receive one of the most intensive and challenging flight training programs. You will also learn a good quality of flight training in order to prevent really serious casualties and accidents.

Flight Training in the US
If you are an international flight training student thinking about doing your flight training in the US you have some unique challenges. This is a great place to train because of the climate and the cost of training is generally lower here.

One of the problems that international (non US) residents have is actually getting the attention of the flight school here. The reason is that so many people are interested and so many of those people never start training. So this means that US flight schools have thousands of inquires per month and are not able to easily determine who is really interested and who is not.

Other issues that international students might face are dealing with the fact that in order to be a pilot all pilot candidates much read write and speak the English language. The better the English and reading skills the more money the student saves because learning is faster and not as much work.

Besides being able to speak English as with all international arrivals in the US, the student must get a VISA to enter the country and study. Plus, international pilot candidates must visit the Transportation Security Administrations website and be approved to enter the US for the purpose of pilot study.

Additionally most US flight schools do not fully understand the rules and regulations of being hired as a commercial pilot in the country in which the student wishes to begin flying. So the some of this research must be done on the part of the student or learned from membership in FlyUSA.

The last very important item is that there are dishonest and under capitalized flight schools that do not deliver on what they promise. And since the international student may not know the success rate or other students of the flight school they wish to attend it can be difficult to do the research to protect the investment in an aviation education.
A great source of information for international students wishing to train in the US is available on pilotjourney. There students from all over the world can join the free forums and ask questions plus meet other student pilots.

Gary Bradshaw owns Pilot Journey, one of the largest and most popular sites in the Internet for pilots. He is not only a pilot, but an FAA Gold Seal fligth instructor and very involved in the flight training industry in the United States.

Aviator College – situated in the beautiful city of Ft. Pierce, Florida, is the perfect place to embark on your flight training career. 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.

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Flight Training and Preparation for Private Pilot License

A commercial aviation license is one of the most coveted and sacred certificates you can receive. The benefits and privileges are great and the responsibilities are enormous. Acquiring a license can be a formidable task.

Flight Training

All pilots who are paid to fly must have a license from the Federal Government. Pilots must be at least 18 years old and must have flown at least 250 hours to qualify for a private pilot license. To get a commercial airline pilot’s license, a person must be at least 23 years old, and the person must have flown for a total of 1,500 hours or have gone to a flight school for pilots.

The overall purpose of flight training is the learning and honing of basic airmanship skills. These skills are defined as:

• A complete familiarity with the principles of flight.
• The ability to operate an aircraft with competence and precision on the ground and in the air, and the exercise of good judgment that results in optimal operational safety and efficiency.

Aviation Colleges

The Aeronautical Science Program prepares the graduate for a career in the aviation industry by providing a strong foundation in mathematics, physics, aeronautical sciences, aeronautical technology, and the aviation industry. The graduate will receive an Associate of Science Degree, ratings through Flight Instructor Multi-Engine, including the ratings necessary to obtainintermediate level employment. The flight training sequence for this program consists of of four flight-training modules plus additional flight training as specified in each option.

There are many types of pilot’s licenses in the United States, providing graduated privileges for operating different types of aircraft under different conditions. Unlike driver’s licenses, which are issued by each state, pilot’s licenses are issued by the Federal Aviation Administration, and so the requirements and regulations are identical throughout the country.

If you have been developing an interest in becoming a pilot then you will be interested in knowing that you have quite a selection of pilot categories to choose from. You will be best able to determine the most feasible for you by learning the basics about each of them and seeing which one best suit’s the goals you have set for yourself.

Types of Pilot Licenses

1. Student Pilot License (SPL)
2. Private Pilot License (PPL)
3. Commercial Pilot License (CPL)
4. Airline Transport Pilot License (ATPL)

Student Pilot License (SPL)

This is the first pilot license one would need to fly an airplane as a pilot-in-command. When you are flying and receiving training from a flight instructor, you do not need any license. However, at some point during your training your instructor would get out of the airplane and would want you to go up on your own. This is called a solo, and the first one is called the first solo. And for this solo, and all the subsequent ones, you need a student pilot license. Typically, you would need this until you reach 40-50 hours of total flight time and get your Private Pilot License (PPL). An SPL is good for 24 months, and the process to get it is pretty simple. You will also need an Pilot Medical Certificate. Usually you would get both of them together.

Private Pilot PPL and Commercial Pilot CPL

A Private Pilot License (PPL) is the minimum required for a pilot to take passengers up with him or her. Once you have your PPL, you can take your family and friends up with you whenever you go fly around. You will need to take a written and a practical test to get your PPL. But don’t worry, it is all covered during your training as an SPL holder. A PPL in the United States does not expire.

Commercial Pilot License (CPL)

A Commercial Pilot License (CPL) is what you would need to get a job, and get paid as a pilot. If you want to join the airlines as a pilot, this is the minimum requirement. You will need about 250 hours total flight time to get your CPL. Again there is no expiration date on this license.
Just like your Private, you would need to pass a written and a practical exam to get your Commercial Pilot License.

Airline Transport Pilot License (ATPL)
This is the big-daddy of all the pilot certificates or licenses. To be a Captain with an airline, you would need to have an Airline Transport Pilot License (ATPL). You need to have at least 1500 hours of flight time to qualify for this. This license does not have any expiration date either.
Just to clarify, you need a Commercial Pilot License to get a job with an airline as a co-pilot or a first officer. But to become a Captain eventually, you need an Airline Transport Pilot License (ATPL).
If you decide that you would like something with a few less restrictions then you could consider a Recreational Pilot license. The requirements are very similar to a Private Pilot license but have more limitations.

Pilot Ratings

Pilot ratings are additional qualifications that you can add to an existing Pilot’s license to enhance your abilities as a pilot. The examples are: Instrument Rating and Multi Engine Rating.

Instrument Rating (IR)

An Instrument Rating (IR) is what’s required to be able to fly an airplane inside and through the clouds, and at times of low visibility. The training involves the pilot to learn how to fly an airplane simply by looking at flight instruments inside the cockpit. If you are on a career path to be an airline pilot then this is a must. IR is a requirement to get a job with an airline, and also to qualify for an Airline Transport Pilot. This is usually obtained after your get your Private Pilot License, and before you get your Commercial Pilot License.

Multi-Engine Rating

Most of your training will be done on single engine airplanes (SE), like Cessna and Piper. However, to qualify for an airline pilot position, you will need to be qualified to fly airplanes with multiple engines. Most airline airplanes have more than one engine. And this training is called Multi-Engine Rating (ME). Most people get their Multi-Engine Rating along with or right after their Commercial Pilot License.

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Instrument Cross-Countries

2.21.2012

1149, Until this Friday (02.17) last, it had been quite a long while since I had done a cross country flight, or even flown to an airport that wasn’t Fort Pierce/St. Lucie County International. You can best believe I was itching for one, during the quest for the private multi-engine add on (a.k.a multi-private), I’d suggest to my instructor that we should go to one of the local airports, like Okeechobee, or Stuart, as to no avail. Multi-private went quickly, and I knew I would get a couple cross-countries during instrument, but I knew that the instrument cross-country would be a big step away from the photographing, scenery admiring, and sunrise marveling ways of the VFR cross countries.

It seems, for me, that all roads lead to Space Coast Regional Airport in Titusville, FL. I would have preferred to go to West Palm, but the syllabus points to Titusville. A very familiar place, I’d flown there during my VFR dual and solo cross-countries. Complaining was something I didn’t do, as I was happy to be flying out of the area, this time corresponding with Miami and Orlando center, who had to talk to me. During my last solo cross-country, I received flight following from Miami and Orlando, but the controller’s feathers were so ruffled, he forgot about me in between Melbourne and my destination Daytona Beach. Not these flights though, ATC has to monitor and vector IFR traffic, and I couldn’t be forgotten about.

I had been filing flight plans and doing most if not all of the IFR radio calls since stage two (ahead of schedule, :D), so while plotting the flight was a slow to due to me overthinking everything, the filing was easy, and my instructor and I went off in Duchess N5090M. I’ve never flown the aircraft, which has an “Aspen” glass altitude indicator and HSI, and it also gives you speed and altitude. It’s about the closest I’ve been to a “glass cockpit”, and Lars and I had a lot of fun playing with and getting to know the unfamiliar instrument. The Titusville cross-country went very very well. Orlando approach thanked us for keeping our speed up like he asked us to, (the first time I’ve ever gotten a “thanks for the help” from ATC). The tower guy at Space Coast seemed a little perturbed with me confirming a circling approach, but other than that, the landing (look out for the smokestacks!), taxiback and takeoff went fine. Orlando approach vectored us around jets departing from Melbourne, and thanked us for our cooperation (once again). The cross-country came to a smooth end with a safe landing back at Ft. Pierce, and my instructor asked me to prepare for the “long cross-country”, which would be Daytona Beach then to Orlando (Executive).

Some very low clouds delayed the long cross-country, but we were off in N650TH the Monday night following the Titusville flight. For some reason, I always feel like a commercial pilot when flying cross-country at night. The peacefulness of the air coupled with bring lights of civilization below can make aviation enthusiasts out of the most severe pteromerhanophobiacs. I had flown into Daytona at night before, but when we left there, I saw Daytona International Speedway all lit up, it was something I had never seen before. Something I also had never seen before was Orlando from the air at night. The view of Downtown Orlando at night is spectacular, we passed right by it on the approach into Orlando Executive. Executive was rather empty, but it was nice sitting in a place surrounded by the glow of street lights, the clouds were a dark blood-red-pink, reflecting the color of the street lights of a crowded Orlando. Being a city person myself, I felt like I wanted to stay a little longer, but no dice, we taxied back to the active runway, got our clearance, took off, and came back to Fort Pierce.

You know, Ill eat my words. Turned out these instrument cross-countries were just as charming as the private cross-countries, and the flying I’ll do for maturation and time-building brings more charms than I can wait for! It should be a lot of fun, but first, I shall conclude Instrument flying with a successful end-of-course and checkride.

Distributed by Viestly

Instrument Cross-Countries

2.21.2012

1149, Until this Friday (02.17) last, it had been quite a long while since I had done a cross country flight, or even flown to an airport that wasn’t Fort Pierce/St. Lucie County International. You can best believe I was itching for one, during the quest for the private multi-engine add on (a.k.a multi-private), I’d suggest to my instructor that we should go to one of the local airports, like Okeechobee, or Stuart, as to no avail. Multi-private went quickly, and I knew I would get a couple cross-countries during instrument, but I knew that the instrument cross-country would be a big step away from the photographing, scenery admiring, and sunrise marveling ways of the VFR cross countries.

It seems, for me, that all roads lead to Space Coast Regional Airport in Titusville, FL. I would have preferred to go to West Palm, but the syllabus points to Titusville. A very familiar place, I’d flown there during my VFR dual and solo cross-countries. Complaining was something I didn’t do, as I was happy to be flying out of the area, this time corresponding with Miami and Orlando center, who had to talk to me. During my last solo cross-country, I received flight following from Miami and Orlando, but the controller’s feathers were so ruffled, he forgot about me in between Melbourne and my destination Daytona Beach. Not these flights though, ATC has to monitor and vector IFR traffic, and I couldn’t be forgotten about.

I had been filing flight plans and doing most if not all of the IFR radio calls since stage two (ahead of schedule, :D), so while plotting the flight was a slow to due to me overthinking everything, the filing was easy, and my instructor and I went off in Duchess N5090M. I’ve never flown the aircraft, which has an “Aspen” glass altitude indicator and HSI, and it also gives you speed and altitude. It’s about the closest I’ve been to a “glass cockpit”, and Lars and I had a lot of fun playing with and getting to know the unfamiliar instrument. The Titusville cross-country went very very well. Orlando approach thanked us for keeping our speed up like he asked us to, (the first time I’ve ever gotten a “thanks for the help” from ATC). The tower guy at Space Coast seemed a little perturbed with me confirming a circling approach, but other than that, the landing (look out for the smokestacks!), taxiback and takeoff went fine. Orlando approach vectored us around jets departing from Melbourne, and thanked us for our cooperation (once again). The cross-country came to a smooth end with a safe landing back at Ft. Pierce, and my instructor asked me to prepare for the “long cross-country”, which would be Daytona Beach then to Orlando (Executive).

Some very low clouds delayed the long cross-country, but we were off in N650TH the Monday night following the Titusville flight. For some reason, I always feel like a commercial pilot when flying cross-country at night. The peacefulness of the air coupled with bring lights of civilization below can make aviation enthusiasts out of the most severe pteromerhanophobiacs. I had flown into Daytona at night before, but when we left there, I saw Daytona International Speedway all lit up, it was something I had never seen before. Something I also had never seen before was Orlando from the air at night. The view of Downtown Orlando at night is spectacular, we passed right by it on the approach into Orlando Executive. Executive was rather empty, but it was nice sitting in a place surrounded by the glow of street lights, the clouds were a dark blood-red-pink, reflecting the color of the street lights of a crowded Orlando. Being a city person myself, I felt like I wanted to stay a little longer, but no dice, we taxied back to the active runway, got our clearance, took off, and came back to Fort Pierce.

You know, Ill eat my words. Turned out these instrument cross-countries were just as charming as the private cross-countries, and the flying I’ll do for maturation and time-building brings more charms than I can wait for! It should be a lot of fun, but first, I shall conclude Instrument flying with a successful end-of-course and checkride.

Distributed by Viestly

Instrument Cross-Countries

2.21.2012

1149, Until this Friday (02.17) last, it had been quite a long while since I had done a cross country flight, or even flown to an airport that wasn’t Fort Pierce/St. Lucie County International. You can best believe I was itching for one, during the quest for the private multi-engine add on (a.k.a multi-private), I’d suggest to my instructor that we should go to one of the local airports, like Okeechobee, or Stuart, as to no avail. Multi-private went quickly, and I knew I would get a couple cross-countries during instrument, but I knew that the instrument cross-country would be a big step away from the photographing, scenery admiring, and sunrise marveling ways of the VFR cross countries.

It seems, for me, that all roads lead to Space Coast Regional Airport in Titusville, FL. I would have preferred to go to West Palm, but the syllabus points to Titusville. A very familiar place, I’d flown there during my VFR dual and solo cross-countries. Complaining was something I didn’t do, as I was happy to be flying out of the area, this time corresponding with Miami and Orlando center, who had to talk to me. During my last solo cross-country, I received flight following from Miami and Orlando, but the controller’s feathers were so ruffled, he forgot about me in between Melbourne and my destination Daytona Beach. Not these flights though, ATC has to monitor and vector IFR traffic, and I couldn’t be forgotten about.

I had been filing flight plans and doing most if not all of the IFR radio calls since stage two (ahead of schedule, :D), so while plotting the flight was a slow to due to me overthinking everything, the filing was easy, and my instructor and I went off in Duchess N5090M. I’ve never flown the aircraft, which has an “Aspen” glass altitude indicator and HSI, and it also gives you speed and altitude. It’s about the closest I’ve been to a “glass cockpit”, and Lars and I had a lot of fun playing with and getting to know the unfamiliar instrument. The Titusville cross-country went very very well. Orlando approach thanked us for keeping our speed up like he asked us to, (the first time I’ve ever gotten a “thanks for the help” from ATC). The tower guy at Space Coast seemed a little perturbed with me confirming a circling approach, but other than that, the landing (look out for the smokestacks!), taxiback and takeoff went fine. Orlando approach vectored us around jets departing from Melbourne, and thanked us for our cooperation (once again). The cross-country came to a smooth end with a safe landing back at Ft. Pierce, and my instructor asked me to prepare for the “long cross-country”, which would be Daytona Beach then to Orlando (Executive).

Some very low clouds delayed the long cross-country, but we were off in N650TH the Monday night following the Titusville flight. For some reason, I always feel like a commercial pilot when flying cross-country at night. The peacefulness of the air coupled with bring lights of civilization below can make aviation enthusiasts out of the most severe pteromerhanophobiacs. I had flown into Daytona at night before, but when we left there, I saw Daytona International Speedway all lit up, it was something I had never seen before. Something I also had never seen before was Orlando from the air at night. The view of Downtown Orlando at night is spectacular, we passed right by it on the approach into Orlando Executive. Executive was rather empty, but it was nice sitting in a place surrounded by the glow of street lights, the clouds were a dark blood-red-pink, reflecting the color of the street lights of a crowded Orlando. Being a city person myself, I felt like I wanted to stay a little longer, but no dice, we taxied back to the active runway, got our clearance, took off, and came back to Fort Pierce.

You know, Ill eat my words. Turned out these instrument cross-countries were just as charming as the private cross-countries, and the flying I’ll do for maturation and time-building brings more charms than I can wait for! It should be a lot of fun, but first, I shall conclude Instrument flying with a successful end-of-course and checkride.

Distributed by Viestly