Archive for March, 2013

Higher Demand For Professional Pilots, EasyJet To Hire 200 New Pilot Positions

Higher Demand For Professional Pilots, EasyJet To Hire 200 New Pilot PositionsProfessional 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.

Becoming a pilot is a journey that only a handful of people are able to do. Flying an airplane requires a very high level of skills and perseverance. It takes years to acquire the skills necessary to fly commercial jets. Furthermore, a pilot is always working on his or her skills; there is always room for improvement.

Few of the major airlines require a college degree for employment, but in the past several years, more than 95 percent of the pilots hired have at least a four-year college degree. If you want an airline job, you stand a better chance if you are among the 95 percent with a degree than the 5 percent without one.

Aviator College of Aeronautical Science & Technology provides the most cost effective airline pilot flight training programs and a two year Aviation degree in Aeronautical Science. The College has a state of the art 37,000 square foot facility, featuring a CRJ Level 5 Flight Training Device (Simulator). College student’s receive a minimum of 565 flight training hours in the aviation degree program. Graduates will have the opportunity to stay on as a flight training instructor.

easyJet Has Announced To Fill 200 New Pilot Positions in 2014

In a statement, Head of Flight Operations, Cpt Brian Tyrell, explained the airline expects to fill the new positions from several sources including: pilots starting their career, pilots currently flying for the military who wish to join the civilian aviation sector, and those who currently fly for other airlines.

According to the airline, the new positions will be offered across all 11 of easyJet’s UK bases – Gatwick, Southend, Luton, Stansted, Glasgow, Edinburgh, Newcastle, Manchester, Liverpool, Bristol and Belfast – and across easyJet’s European network of bases.

Those interested can apply through and if successful will start flying with easyJet from summer 2014.
Captain Tyrrell said,

“I’m really pleased to be launching this recruitment drive for 200 new pilots. We are actively seeking pilots from the military services and we know from the ex-forces pilots who already fly with us that their skills and experience will be an asset to the airline.”

Of the 200 new pilots some will join easyJet directly while others will join via easyJet’s training partners CTC Aviation and CAE Parc Aviation. These pilots will fly for the airline on a contract flying basis before gaining a permanent contract with the airline.

CTC’s Chief Executive, Rob Clarke said,

“We are delighted that CTC continues to play a significant role in supporting the airline’s future pilot requirements. All indications are that the CTC Wings programme will remain a valuable, continuous source of pilots for easyJet as their growth plans evolve, an example of which is a new easyJet MPL cadet programme, in conjunction with CTC, which we will be releasing details of very soon.”

easyJet announced last month that the airline would be creating 330 permanent jobs, but these would be filled not by directly recruited pilots, but converted from pilots who are already flying on existing contracts with the airline. easyJet has previously come under criticism from pilot organisations such as BALPA for the airline’s treatment of its contract pilots.

Distributed by Viestly


The Process of Pilot Selection

The Process of Pilot SelectionAirline pilots, because of FAA regulations, cannot fly more than 100 hours a month or more than a total of 1000 hours per year. Most airline pilots average around 75 hours of flying a month. Pilots spend several hours each day between flights waiting for their aircraft or waiting for flight delays to clear. These duty hours are not paid. A 75-hour flight month may also have about 140 duty hours and approximately 360 hours away from base.
Airline pilots work together as a crew. In addition to two pilots on the flight deck during flight there may also be a third required crewmember known as the Flight Engineer who assists in monitoring and operating several of the systems of the aircraft. There are also Flight Attendants. An Airline Pilot must work well with their crew and manage these resources in the event of an abnormality.

Pilots generally receive free flight benefits from their employer and most use this ability to travel to and from work if they choose to commute from a city outside of their hub. Pilots on reserve generally must be able to report for duty within 2 hours of notice. The most obvious benefit of an aviation career and serving as an airline pilot is the flying. Any pilot can attest to the joy of commanding an aircraft and assuming the responsibility for, and the challenge of, operating a multi-million dollar aircraft with the trust of its passengers. The love of flying keeps the weathered days sunny. If this seems like a match for your career goals, your aspirations, and your sense of adventure, then begin your journey and start training (source).

If you are attending flight training school or have completed your flight training, 10 steps below can help you prepare for the interviewing process and getting a job as a pilot. Written by Senior First Officer, Technical Instructor and Cadet Mentor Adam Howey

1. Why Do You Want to Be a Pilot?

It is the one question you will certainly be asked. Why do you want to be a pilot? Why do you want to work for us? Every time you practice your interview, answer this question. Make it your best.

2. Know the Job

Many people dream of becoming an airline pilot, but you must be able to give substance to that dream. Think about how you would answer questions such as, “Tell me about a typical day as a pilot?” or “What do you know about the job that makes you want to be pilot?”
Ask yourself what you know about the scheme you are applying to. What do you know about the syllabus or which phase of training are you looking forward to?

3. Get Close to Aeroplanes

There are other jobs available at airports, either part-time, full-time or as a volunteer for work experience. Airlines require thousands of staff to support their aircraft. Handling Agents such as Servisair employ teams of staff who take responsibility for aircraft on the ground. There can be no better job for a wannabe airline pilot than a dispatcher. Even your local airfield needs its grass cutting. What can you do to demonstrate your motivation to be a pilot?

4. Call a Pilot

Everyone knows someone who knows someone who is a pilot. If they haven’t already offered, ask if they would mind you talking with them to discuss your application. Every single pilot I know would help you. Write down everything they say, and if you get a word in, ask them what they like about the job. At interview you might mention you spoke to this person about your application which will further show your interest in the profession and preparation.

5. Research

Accurate preparation is the key to success at selection. Investigate every stage of selection. Use the FTO, internet resources and speak to people who have been through the process before you. Find out every last detail and decide what the FTO is looking for at each stage.
Next, research everything else. The FTO company, their history, the syllabus, the aircraft, their locations. The partner airlines, their history, their routes, their aircraft, their engines, their bases. Everything.

6. Practice

Aptitude and numerical testing can sound daunting, but they are simply hurdles to overcome. Use your research to replicate each stage and practice, practice, practice. It is said that you cannot practice for aptitude tests, but that does not mean leave it to chance. You can still prepare by familiarizing yourself with the testing process and sharpening your skills.

7. Proofread

Find someone who reads applications for a living, or even just your friend who got an A in English. Ask them to read your application. You would be surprised at how many applications have spelling mistakes, missing words or don’t make sense.

8. Film Yourself

Practice your interview, but do not use a pen. You must practice answering questions out loud. This is the Socratic method. Answering in your head or on paper will not work, so practice – in the shower, in your car and every spare minute. Give a friend a list of questions, ask for a mock interview and then ask for a debrief. Also, in this modern age you could use your smart phone to film your mock interview. Once you have finished cringing at yourself, you are able to scrutinize, improve and repeat.

9. Buy a Suit

If anyone attends selection without a shirt and tie as a minimum, they are an idiot. Why wouldn’t you wear a dark suit, white shirt and tie? In a competency based interview, appearance is likely to be a marking criteria.

10. Watch the news

Nobody expects a candidate to have the answer to the Euro crisis, but a very basic understanding of current affairs and its influence on the aviation industry is required. So get reading and pay attention to the world around you.

Aviator College
Faculty & Flight Instructors

Faculty and Flight Training Instructors are hired directly from the ranks of our graduating student population and have more than 200 hours of multi-engine flight time. The Faculty at Aviator College hold a minimum of a Bachelors Degree and teach all flight training, classroom based courses. The Academy Flight Instructors are hired directly from the ranks of Aviator graduates. The Flight Training Instructors work one-on-one with their students in the air.

Students often complete the entire program with the same Flight Training Instructor, which allows them to find a comfortable relationship and learn faster. Flight Training Instructors are available to fly with students 24 hours-a-day, rain or shine. We encourage our Flight Training Instructors to provide actual instrument flight time with their students whenever possible to gain real-world experience. Our Flight Training Instructors continue to grow in their skills while flying in the high density traffic operations of Florida’s airspace.

To speak with an instructor contact the college at 772-672-8222.

Distributed by Viestly

Pilot Skills Needed To Get A Pilot Job

Pilot Skills Needed To Get A Pilot JobThe airline industry has been going through a rough transition for years now. From buttoned-down security to sky-high gas prices, it’s been a bumpy ride. Still, the fact remains that people want to travel and there are plenty of jobs available at airlines, airports, airplane companies and security organizations around the globe. Where might your talents fit into the aviation industry?

Pilot requirements differ by airlines and can change over time, so make sure you do your research on the airline you may want to work for. The more you know about the airline pilot hiring process at those airlines you are applying to, the better your chances of obtaining a job as a first officer.

When applying to the airlines for pilot positions, the more the better. Expand your search and apply to 10 or 12 airlines at a time. For a new pilot this is important, because you will be able to work on interview skills, learn more about the industry and if your top airlines are not hiring, you may discover a great opportunity at another airline that you could have overlooked.

Pilot Recommendations

If you know a pilot at an airline in which you are interested, see if he or she will write a letter of recommendation for you. The person writing the letter should state your professionalism, how long you have known each other and in what capacity, your integrity, and your pilot skills. Some airlines have standard recommendation forms for new airline pilot applicants. If such a form exists, be sure it is used.

Networking and Pilot Connections

One of the biggest differentiators in getting a job, pilot job included, is having connections. How well are you connected? Employers will pay a special attention to pilot recommendations in their normal hiring process. Embrace this fact early and begin networking. Go to job fairs, visit the big airline pilot forums, jumpseat on your future airline of choice, and always have business cards handy. These actions could be the single greatest determinant to your success in landing the job you most desire.

Job Placement Assistance with Regional Airlines for Aviator Flight School Graduates
Aviator offers job placement assistance for our flight school graduates!


Personal Skills And Qualities A Airline Pilot Must Possess

  • A Pilot is one who, technically speaking, steers, guides, and otherwise directs and controls movement of a vehicle; generally aircraft or watercraft. This article focuses on Aircraft or Airline Pilot positions.
  • An Aircraft or Airline Pilot is one who is engaged in operating and flying planes and helicopters. All Pilots are highly-trained in safe and proper operation of certain aircraft; for a host of varied duties and services.
  • Some Aircraft or Airline Pilots might work for news-reporting companies, flying reporters and photographers to and from news events. Others might work for commercial airlines, flying passengers and goods around the globe. Still others might work for private corporations, jetting top executives to important business appointments. Still others might work for small aircraft operations involved in providing sky-writing and other advertising, shuttle-taxi service, crop-dusting, and the like.
  • Military and other Government sectors use many Aircraft Pilots; in all of the Armed Services, and even flying Air Force One (or two, or three?), with the President of the United States (and entourage) on board!
  • Aircraft and Airline Pilots, must be physically and mentally fit, since their work requires close attention to a wide variety of details, not the least of which is to ensure their craft remains aloft when it is supposed to! Pilots must also be trustworthy, clear-thinking, and capable of carrying out many duties simultaneously.
  • Depending upon the specific Pilot employment, most Aircraft or Airline Pilots must keep track of their altitude, air speed, weather conditions, air traffic, fuel consumption, passenger and cargo safety, communications, and many other demanding operational factors.
  • Aircraft or Airline Pilots must be detail-oriented, well-organized, and capable of maintaining level-headedness, should potential risks present themselves. For example, Aircraft Pilots who experience the loss of an engine in mid-flight need to be fully cognizant of necessary emergency procedures, and necessary passenger communications, and the like.
  • Aircraft or Airline Pilots must be familiar with aircraft construction and maintenance requirements, as well as all safety protocols surrounding safe operation of aircraft equipment. Since some Pilots might be called upon to operate a variety of aircraft types, they should be familiar with each type.
  • Aircraft or Airline Pilots for commercial airlines work with other crew members, including co-pilots, flight-engineers, flight attendants and other service crew members. Since the Pilot is “captain” of the aircraft, the Pilot is in charge of the staff on board.
  • Some Aircraft or Airline Pilots today are also trained to be Federal law officers, and are authorized to carry and use firearms, to protect the cockpit in times of attempted, unauthorized intrusion. Source

Distributed by Viestly

Private Pilot License PPL

Private Pilot License PPLMore than 600,000 people in the United States are licensed to fly an aircraft, and of those, some 250,000 have private pilot certificates [source: Aircraft Owner and Pilots Association.

PPL Eligibility and Flight Time Requirements

To be certified by the Federal Aviation Administration (FAA) as a private pilot, student pilots must be at least 17 years old (for most types of aircraft), although they can begin training when they’re younger than that. They must be able to communicate in English — read, write, speak and understand the language. Student pilots also need to enlist a certified flight instructor (CFI) to oversee their training and endorse their logbooks. That means when they acquire certain skill sets or complete important new maneuvers, their instructor makes note of it in his or her logbooks. When the student is ready for solo flight, the instructor will note that, too.

Private pilots usually must complete a minimum 40 hours of flight time, though some flight schools are more meticulously structured and rigorously certified by the FAA, so their minimum is 35. Most student pilots, however, still need more than the 35 to 40 hours before they’re fully prepared. Estimates vary, but many fall within the range of 60 to 75 hours [source: FAA]. At a minimum, 20 of those hours are flown with the instructor — who can take over if necessary with newer students — and 10 of those hours are flown as supervised solos.

Here are the basic steps to follow for getting your private pilot license (source).

  1. Be at least 9-13 years of age. Must be 17 to take test but training can start anytime you’re tall enough to reach the rudder pedals.
  2. Be able to read, speak, write and understand English.
  3. Obtain a Class 3 FAA physical from a certified FAA medical examiner. Go to for a list of doctors in your area
  4. Enroll in a licensed flight school. Costs averages range from $7,000 to $9,000 for both ground school and flight training.
  5. Complete ground training. From a ground school, your flight instructor or online or even home study (books and video)
  6. After your instructor signs you off, take the written test which consists of 60 multiple-choice questions and can be taken at FAA testing centers or with licensed test providers. (usually at the FBO where you are taking your flight training) You must get at least 70% right to pass the written knowledge test
  7. Complete a minimum of forty hours of total flight time with at least 20 hours of instructed flight time.(average person takes 55-65 hours)
  8. Complete 10 hours of “solo” flight time, or flight time that you take without an instructor on board. Your instructor will decide when you are ready but is usually after about 20 to 25 hours of instructed flight time.
  9. Do a cross country flight that has a total length of 100 nautical miles and has at least 1 point of landing 50 nautical miles straight line distance form the airport of origin. Complete 3 solo cross country flights after that.
  10. Complete 5 hours of night instruction flight time (exactly as the name implies)
  11. After your instructor feels you are ready, complete your final exam or “check ride” accompanied by an FAA-certified examiner who will ask you questions and assess your abilities.
  12. Receive your private pilot’s license with a visual flight rules rating. This allows you to pilot a single-engine aircraft in good visibility during the day or at night as long as you abide by the FAR’s (federal aviation regulations) pertaining to your license.
  13. Check your local FBO, Google your airport and then tack on “FBO” and it should take you to the websites of the FBO/s at your local airport, there you can check if they have a pilot training program where you can get your Private Pilots License.

You can upgrade PPL license to further advanced certificates and licenses, such as CPL, ATP.

Flight School Pro Pilot Programs

The programs at Aviator Flight School Academy is 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 200 hours will be in a multi-engine aircraft. No flight simulators are used for total flight time. The ground school portion is in a structured classroom environment.

You will receive a minimum of 643 instructional hours for Professional Pilot Program. 484 instructional hours for Commercial Pilot Program. The instructional hours includes all ground and flight training. 6 months of housing is included in the program.

If you come with a PPL 5 months will be included. Commercial Pilot program includes 4 months of housing, if you come with a PPL 3 months will be included.

Contact Aviator
Schedule a Visit
To speak with an instructor contact the college at 772-672-8222.

Distributed by Viestly

Student Pilots Getting Ready for Checkrides

Student Pilots Getting Ready for CheckridesAfter passing knowledge test, there are 2 essential elements you want to cover to prepare for the checkride. Remember that you need 3 hours of training within the 60 days preceding your checkride and the training described here can be a part of that.

Obtain a copy of the Private Pilot Practical Test Standards. Sure you can borrow one, your instructor certainly has a copy, but don’t get cheap now. The PTS describes EXACTLY what you need to know to pass your checkride. Get a copy, READ IT, you’ll be glad you did. The PTS provides a list of reference documents the FAA uses to develop the PTS. Here is a list of those documents with help on determining which documents are books and which are available on-line.

Make an appointment for the checkride. Having a specific date to work towards concentrates the mind and it means that you won’t find your self ready for the checkride but having to wait 4 weeks because your selected examiner is booked up or on vacation. Be realistic about when you’ll be ready, but don’t schedule it so far in advance that you fool yourself that you have “plenty of time”. Make sure you get answers to these questions:

  1. Where and at what time should we meet?
  2. How much is the examiner’s fee and what forms of payment are acceptable?
  3. Is there a specific cross-country you’d like me to plan for the checkride?
  4. How much do you weigh, for Weight and Balance purposes?
  5. Is there anything else you’d like to tell me about the checkride or that I should bring with me?
Private Pilot Checkride Common Problems

Pre-Appointment Checklist

IACRA. ( Make sure you and your instructor (and your 141 school if applicable) are set up for IACRA. This is the most efficient way to go.
The steps the application goes thru if the school is FAR 61 are:
A. Pilot Applicant – B. Instructor – C. Examiner.
The steps the application goes thru if the school is FAR 141 are: A. Pilot Applicant – B. 141 School Certifying Officer- C. Pilot Applicant – D. Instructor – E. Examiner.
Knowledge test results – Only the stamped original, please. If IACRA, there is a acceptable copy in an electronic form already there.
Print out a copy of the IACRA completed application and get your instructor to sign it. This way, in the event the internet is down, we can still proceed. When the internet is back up, we can finish the application online (if the internet is back up the same day).
Student Pilot Certificate. Remember, this is valid for 60 Calendar Months if it was issued when you are (were) under 40 (24 otherwise). Make sure it’s valid and has the required endorsements on the back.
Medical Certificate – make sure it’s still valid (see above for duration).
Logbook with YOUR FULL NAME in it.
Photo ID – You need at least one government issued photo ID.
Logbook Endorsements – please refer to AC61-65E.pdf (or later version) Look at page 10 to 11.
141 Graduation Certificate, issued within the last 60 days.
Proof in your training records that you meet at least the minimum requirements for FAR 61 or 141, as appropriate.
Maintenance records for the Airplane – Airframe and Engine and Propeller, including an record of the status of AD notes.
Current Aeronautical Charts as required.
An Airport Facility Directory or some other flight guides that essentially say the same thing, as long as they are current
Make sure the certificates onboard the aircraft are in order.
Examiner fees. See the main page on this website for my fee schedule.

Common Problems on the Test

Oral Portion:
Check out: Maintenance records
First, I’d like to point out that it is not my choice to test on all of these items, The FAA requires it. The maintenance/inoperative equipment/preventative maintenance areas are almost always weak. Have you sat down and created a status sheet for the plane? If you do, you will force yourself to become familiar with the inspection status of the plane, including AD’s. As PIC you are responsible.
Logbooks – Many applicants seem like they have never seen the logbooks for the airplane until they look at them in my presence. You are looking for: Annual, 100 hour inspection (if appropriate), ELT Inspection 91.207(d) (this is not the battery), ELT battery replacement date, in addition to the ELT inspection, and the 91.413 transponder inspection date. Depending on the way the mechanic signs off the 100 hour or annual, it might require looking in the airframe, engine and propeller logbooks to find these entries. AD status must be determined. I am primarily interested in the status of any recurring AD’s. How many recurring AD’s are there on the plane you fly?
Inoperative Equipment – How do you determine if something broke is not needed for the flight? 91.205? 91.213? Your equipment list? Most private and rental aircraft don’t use an MEL.
Preventative Maintenance – Most know they can do it, but not where to look in the FAR’s, and that they can’t put things back together if it involves complex assembly. I think that means a tire or brake pad change on a Cessna 150 is OK, but not on a Lear 55!
Airspace – Most can memorize it but some have problems applying it to the charts. Know what airspace you’ll be in at every moment of your XC flight plan and what the requirements and vis/cloud clearances will be.
Night Flying – You need to know how to determine lighting at an airport, aero medical factors affecting night flight.

Flight Portion:

Navigation – Most can plot the course on a chart, calculate a heading and time and then won’t actually fly it. Some meander all over hoping it’s somewhere in front of them.
Emergency Procedures – Most people end up way too high on the final approach. They also try to impress me by reading the checklist. I would rather see you do the things needed, worry about a checklist when you have time. Remember you are single-pilot. Don’t forget we will go-around at no less than 500 feet AGL if there isn’t a runway in front of us.

Short field Landings – You calculated the distance over the obstacle. I usually use the end of the runway for the placement of the 50ft obstacle, that usually keeps us on the VASI. You are expected to land in the distance that you calculated. You will need to know how to use the brakes properly. If you cross the threshold below 50ft after I said there is an obstacle at the end, you just demonstrated you can’t judge height! Most VASI’s are adjusted for 50ft!
Sound Judgment – It’s amazing how few applicants understand that they are the PIC, not the examiner or the controller.

Above all the applicant must NEVER decide to do the flight portion in conditions or situations that is beyond his personal limits. Just because a pilot examiner is sitting there should have absolutely nothing to do with the applicants decision to go flying. You’re being evaluated on your ability to handle the flight conditions not mine. I’m not supposed to be a safety net. Just be sensible in making a decision. Never let anyone tell you to do anything you believe to be unsafe. Short Field Takeoff? Don’t accept an intersection takeoff! Tell the tower you need full length. (more PIC stuff!) One element of the Short Field Takeoff is demonstrating that you can use MAXIMUM available runway! How can that be done from the intersection? It’s a practical test, not theoretical.

Stall Recovery- I wish I could cover up the airspeed indicator to make sure you are looking outside to determine pitch attitude. Here is what should not happen: At the moment of the stall the stick should not be shoved briskly forward to break the stall, then add full power and wait till Vy to start climbing again. All that does is lose altitude. Granted, it un-stalls the wing, but if you do that near the ground we will be STREET PIZZA! The correct procedure is basically this: 1. Relax back pressure until the stall horn is gone or there is no buffeting and only that far. Add full power as you are doing this. Use rudder to keep a wing from dropping. 2. Reduce the flap to approach setting while maintaining an attitude that is un-stalled. 3. Allow the airplane to accelerate to Vy then retract the remaining flap. The objective of stall recovery is a minimum altitude loss during recovery. P.S. If flaps are extended, what are you doing at or above Vy? It’s extra drag, isn’t it ? full article, source

Distributed by Viestly

Types of Flight Training Airplanes in Your Flight School

Types of Flight Training Airplanes in Your Flight SchoolYou 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. When you are researching a flight school for your flight training, ask questions about the fleet used and its maintenance.

Piper Fleet

Piper offers a comprehensive line of aircraft for every general aviation mission, from piston-powered trainers and high-performance aircraft for business use to turbine-powered business aircraft. Fleet operators around the world can look to Piper to meet a wide variety of missions. More specifically, Piper is the only general aviation manufacturer that can offer a full-line of flight training aircraft. In fact, flight training schools around the world are finding both financial and logistical reasons for going full-line, and they are choosing Piper as their supplier.

Piper offers the most rugged, reliable and attractive training fleet in the air. From the dependable, primary, fixed-gear Warrior III, to the complex single engine Arrow, to the multi-engine, advanced-training Seminole, Piper offers you a complete, versatile fleet of trainers that advances with your students.

The Fleet Sales Department at Piper has been successful in building important relationships and partnerships with top-notch fleet operators and flight schools. Whether you are looking to create or replace a fleet of training or business aircraft, Piper will be the right choice (source).

FAA orders fleet-wide inspections on four Piper models

Thousands of Piper Aircraft owners are required to inspect a historically problematic component for cracks and make replacements as necessary.

The airworthiness directive published on 5 February affects 34,013 aircraft in the US registry – the entire fleet of PA-28 Cherokees, PA-32 Cherokee Sixes, PA-34 Senecas and PA-44 Seminoles older than 15 years.

The US Federal Aviation Administration estimates the cost of the 5h inspection on the horizontal stabilator control system at $425 per aircraft, or $14.5 million across the US fleet. Replacement parts and labour adds another $1,458 per aircraft to the total bill.

Piper owners and federal regulators have long been aware of failures caused by assembly errors on a Bell-Memphis-built turnbuckle in the horizontal stabilator. Investigators have linked the problem to 14 failures on Pipers and one on a Cessna 172.

In August, the FAA proposed a new rulemaking requiring another round of inspections and replacement parts, but this time making the checks mandatory to maintain airworthiness of the aircraft.
Piper has previously recommended inspections of the control cable assembly, issuing two service bulletings to operators since 2010.

“Piper is proud of its overall fleet safety record and is diligent in assuring the safest operations possible for the thousands of Piper owners and operators throughout the world,” the comapny says (full details, source).

Aircraft & Maintenance at Aviator Flight Training Academy

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.


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.


Distributed by Viestly

What is A Pilot’s Error

What is A Pilot’s ErrorPilot error (sometimes called cockpit error) occurs when the pilot is considered to be principally or partially responsible for an aircraft accident. Pilot error can be a mistake, oversight, lapse in judgement, or failure to exercise due diligence by pilots during the performance of their duties.

Usually in an accident caused by pilot error, the pilot in command is seen as making an error unintentionally. However, an intentional disregard for a standard operating procedure (or warning) is still considered pilot error, even if the pilot’s actions justified criminal charges.

The term “pilot error” makes the blood of pilots, private and commercial, run cold. This is the term used when a plane has some kind of accident that can be traced back to the pilot’s direct error, or failure to exercise due diligence. No pilot wants to make a mistake, or a bad decision during a flight. If something happens during a flight, having the accident attributed to pilot error may mean the pilot did not do all he or she could have done to have avoided the accident.

Because so much redundancy is built into every system of a commercial aircraft, the “pilot error” label takes on an additional layer of meaning. If a commercial flight accident is labeled “pilot error,” then the pilot must truly have made a major mistake. This is not necessarily the case, although some accidents point to nothing but pilot or crew error. The bottom line is that the pilot controls the aircraft and has the final word on all operations, so even a mistake made by another crew member can be called pilot error.

Private pilots are more vulnerable to the consequences of their decisions than their commercial-flying counterparts. Their aircraft are lighter and have fewer redundant systems to help avoid losing all electrical systems, for instance. In fact, one estimate says that 78 percent of all private aircraft accidents are due to pilot error. Whether this was an actual mistake on the pilot’s part or merely a decision that didn’t work out, is not specified. All are listed under the same category. Also, a pilot flying solo might be willing to take risks he or she would never take if carrying passengers (source).

The crash rate on private-pilot flights — up 20 percent since 2000 — contrasts with a roughly 85 percent drop in accidents on commercial jetliners, according to data from the U.S. National Transportation Safety Board. The disparity is a dark spot on decades of aviation-safety improvements, and the board is weighing how to make non-commercial flying less hazardous in a two-day forum that began today.

Many so-called general aviation accidents have resulted from pilots’ inattention to basics, according to research by a group run jointly by industry and the federal government. Pilots have overloaded planes, failed to check weather reports, and made flying mistakes that caused planes to lose lift or go out of control.

Top 10 Pilot Errors

One of the most disturbing statistics about general aviation accidents is that more than 75% of them are made because of pilot error. Top 10 pilot errors are listed below. For complete description of each error, please visit the source.

  1. Weather. The more a pilot knows about it, the better. While thunderstorms, icing and winds claim their share of airplanes, the real weather gadfly are those serene, innocent-looking clouds and their cousin, fog.
  2. CFIT. Another common pilot error that often involves weather is controlled flight into terrain (CFIT). A simplified definition of CFIT is “flying a perfectly good airplane into the ground.” If a pilot is in a cloud or in fog, he or she can’t see the ground. If the pilot isn’t doing a good job of keeping up with the terrain, an unpleasant meeting with the ground is more likely. Another time when CFIT can be a factor independent of weather is at night
  3. Poor Communication. Another boo-boo pilots seem to have an affinity for involves deficient communication. This difficulty of communicating comes in several forms. When dealing with air traffic control (ATC), pilots tend to hear what they want to hear. Good pilots anticipate what is coming next, including ATC instructions; however, this profound skill can trick the mind into “hearing” what is expected regardless of what actually filters into one’s headset.
  4. Low-Level Maneuvering. If you ever hear the words “watch this” from a pilot, look out! Pilots are notorious show-offs. How many times have you heard about the pilot who performs an impromptu air show for friends and significant others? A few low-level maneuvers later, and the plane is falling out of the sky. Some air show. The problem isn’t just that pilots are flying low to the ground; it’s this combination of flying too slow and in too tight of a turn that causes crashes.
  5. Inadequate Preflight Inspections. It’s amazing how many pilots mess up preflight inspections. A cursory walk around simply to “kick the tires” so you can hurry up and “light the fires” is beckoning for trouble. Take your time during your preflight. If you find yourself inspecting in haste, slow down. Take a comprehensive look at everything, with checklist in hand, to make sure you don’t miss anything. When you finish, scrutinize the details.
  6. Inadequate Preflight Planning. Renowned classical novelist Miguel de Cervantes wisely said “forewarned forearmed.” Those who are prepared are equipped to deal with the tasks at hand. Typically, the level of preflight preparation is proportional to how smoothly the flight goes.
  7. Failure to Use a Checklist. Lots of pilots get into the mindset that flying is like riding a bike—something you can do easily out of memory. While it’s true that 99% of the time, you’ll remember to do everything required of the checklist, it’s that remaining 1% of the time when you forget to do something that will bite. You can make sure you complete everything you need to all the time if you consistently use a checklist. Sure, you can do cockpit flows or whatever other technique you like, but back up your actions with a checklist. And don’t just blindly read it. As you go through each item, verify that the handle is in the right position or something has actually been accomplished. Just think of the number of gear-up accidents that could have been avoided if the pilots actually ran the before-landing checklist (hint: all of them!).
  8. Failure to Perform the “I’M SAFE” Checklist. Another common error of pilots is forgetting to use the “I’M SAFE” checklist. For those who have forgotten what the letters stand for, here’s a reminder: Illness, Medication, Stress, Alcohol, Fatigue and Emotion (some say E is for Eating).
  9. Running Out of Fuel. It truly is unbelievable how many pilots run out of fuel every year. It’s interesting to note that most of these incidents occur not because, say, the fueler didn’t put enough gas on board. Instead, pilots try to push it just a little bit too far, running out of gas just short of their destination.
  10. Mismanagement of Technology. Scientist and novelist C.P. Snow once said that “technology is a peculiar thing. It brings you great gifts in one hand and stabs you in the back with the other.” The mismanagement of technology is a pilot error that has come under particular scrutiny lately, as glass instrumentation has quickly been invading the cockpits of general aviation aircraft.

Distributed by Viestly