Archive for November, 2013

Accelerated Flight Training

November 29, 2013 Leave a comment

Accelerated Flight TrainingThere are many combinations to choose from to get your multi-engine FAA pilot certification, ranging from Private Multi-Engine ratings to Multi-Engine Instrument Instructor ratings to Airline Transport Pilot certificates.
The ultimate goal is to get hired by airlines, so the flight school you choose to get your flight training is extremely important. Students look for the flight school that will get them access to the most the most qualified instructors, competitive pricing and the shortest time frame available.

How Long Does It Take to Learn to Fly and Get a Pilot Certificate?

The same variables that affect the cost of learning to fly will affect the time it takes to earn your certificate. The FAA has established the minimum number of flight hours needed to obtain a certificate. Under Part 61 of the federal aviation regulations, the minimums are 20 hours for a sport pilot certificate, 30 hours for a recreational certificate, and 40 hours for a private pilot certificate. Some schools operate under an alternate regulation, Part 141, which provides more FAA oversight, more rigid schedules, and more paperwork. The added requirements allow them to reduce the minimum hours of private pilot training to 35 hours.

However, many schools believe that a true average flight training time for a private pilot is between 50 and 60 hours, whether the school operates under Part 61 or Part 141. Others believe that 68 to 70 hours is the more likely average. These flight hours can be spread over a time span of several months to a year or more.

Who Should Choose Accelerated Program

Flight training does not come cheap. Any student who decides to start flight training must commit time and get the most of each flight training hour. Time is money, and with an accelerated flight training courses student pilots are able to save both time and money! When you are researching for accelerated flight training programs, ensure that you get best quality flight training possible with expert flight instructors and well-maintained FAA approved flight training aircraft. If you immerse in the study and manuals, and leave less time between your flight hours, you are maximizing the effectiveness of your learning.

Experts Opinions About Accelerated Flight Training Programs

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.

“If you are considering an accelerated program, it is tantamount that you understand your situation and your learning style. Thoroughly evaluate your options and ask for a list of references so that you can speak directly with pilots who have trained in the program or flight school that you are considering.”

John King is the co-owner of King Schools. He says:

“There are many people who argue that accelerated learning will not give the student the time to learn knowledge and skill thoroughly. But within the limits of fatigue, I believe the more quickly one learns something, the better they will learn, because when a student learns over a shorter period of time, the experiences are more recent and vivid.

“There is no rule of learning that says that the longer it takes you to learn something the better you will learn it and the longer you will retain it. On the other hand, there is a rule of learning that says that the better you can make associations and correlations, the more you will understand the relationships and the better you will have the big picture, with all the pieces falling into place. So I am a fan of accelerated learning, especially in scenario-based instruction in which you learn in the context of how you will use what you learn.

“How do you know that the folks you are working with haven’t lowered the standards or left something out just to get you done in a certain time frame? Well, there are two protections for you built right into the system. They are the knowledge test and the practical test. As a general rule, if you can pass both of these tests, you know your material.
“So in my mind, there are great advantages to accelerated learning, but no matter how well you learn something, for long-term retention you need to put it into practice. It is just one more reason to keep flying.”

Rod Machado- Rod wrote and co-anchored ABC’s Wide World of Flying. He is AOPA’s National CFI spokesman and a National Accident Prevention Counselor appointed by the FAA in Washington D. C. Rod is the flight instructor voice on Microsoft’s Flight Simulator starting with the 2000 version through the X version and he wrote the flight lesson tutorials for the textbook that accompanies the software.
His opinion:

Over the years I’ve had a chance to fly with several pilots who’ve been trained in these accelerated instrument courses. They were, for the most part, all competent and qualified instrument pilots. They were at least as qualified as some of the instrument pilots trained via the traditional method. In fact, when I was doing programs for ABC’s Wide World of Flying video series, one of our producers earned his instrument rating at one of these accelerated programs. His training was filmed and became an episode for one of the videos. He passed his checkride and did quite well, by the way.

Do these programs work? Yes, they do. Perhaps the most important reason they do is that they have a reputation for providing highly experienced and competent instructors. I believe that this, above all, is the reason for their success. Nothing is more important than a good instructor. Nothing! This is the best reason to peruse this type of training.
Another reason accelerated programs work is because they rapidly reinforce the skills learned during instrument training. Consolidated training prevents the learning gaps that are common with a traditional instrument education when life intervenes or students run short on funds. Source

Flight School Flight Training

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.

Aviator Flight Training Academy offers professional pilot training programs with a minimum of 200 hours of multi-engine time. The flight school has a state of the art 37,000 square foot facility, featuring a CRJ Level 5 Flight Training Device (Simulator), large classrooms and individual briefing rooms.

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


Skills ATP Pilots Must Possess

November 27, 2013 Leave a comment

Skills ATP Pilots Must PossessPilots fly fixed wing aircraft and helicopters to provide air transportation and other services. Flight engineers (second officers) monitor the functioning of aircraft during flight and may assist in flying aircraft. Flying instructors teach flying techniques and procedures to student and licensed pilots. Air pilots, flight engineers and flight instructors are employed by airline and air freight companies, flying schools, the armed forces and by other public and private sector aircraft operators.

To describe what is means to be a good pilot is not an easy task and would require enough material to write a book not a blog. Logically, the most important essential skills a professional pilot must possess can be narrowed down to:

  • Oral Communication
  • Problem Solving
  • Decision Making
Effective Pilot and Controller Communications

Communications between controllers and pilots can be improved by the mutual understanding of each other’s operating environment. Incorrect or in complete pilot /controller communications is a causal or circumstantial fact or in 80 % of incident s or accidents.
ATP pilot comunications

Pilot Monitoring

Monitoring can be analogous to plate spinning – whilst all the plates are going round evenly a cursory tap keeps them on the stick. However as soon as one starts to wobble and requires more attention than the rest you take your eye off the ball and before you know where you are others are wobbling too and eventually all are on the floor.

The term monitoring actually comes from the Latin root ‘Monere’ to warn and in the context of flight operations it is defined as:

The observation and interpretation of the flight path data, configuration status, automation modes and on-board systems appropriate to the phase of flight. It involves a cognitive comparison against the expected values, modes and procedures. It also includes observation of the other crew member and timely intervention in the event of deviation.

Effective Monitoring Matters

Loss of Control is prioritized as the most important of the significant seven safety issues and the application of effective pilot monitoring is identified as a key safety net in the prevention of and recovery from Loss of Control accidents and incidents. Monitoring is an essential ingredient in achieving synergy with highly automated and complex aircraft systems and effective crew co-ordination.

There have been nine fatal accidents since 2000, attributed to Loss of Control, resulting in the loss of 1128 lives. Crew monitoring is frequently the last line of defense that stands between safe operation and an accident scenario. Why monitoring:

  1. To promote a good understanding amongst the pilot community as to why active monitoring is so important, to appreciate the human frailties that contribute to monitoring lapses and to highlight some strategies that can improve their monitoring skills. The aim is to address the needs of the full range of pilots from Private Pilot License (PPL) through to pilots operating commercial multi crew aircraft.
  2. To place more emphasis on the Training and Assessment of monitoring competencies in terms of developing monitoring procedures, suggested assessment scenarios and additional behavioral markers.
  3. To target the Commercial Air Transport Operators in terms of adopting more prescriptive monitoring procedures, maintaining monitoring focused Flight Data Monitoring/Air Safety Reporting and promoting a monitoring culture within briefing activity. Source
Pilot Importance Skills
  • Operation and Control – Controlling operations of equipment or systems.
  • Operation Monitoring – Watching gauges, dials, or other indicators to make sure a machine is working properly.
  • Critical Thinking – Using logic and reasoning to identify the strengths and weaknesses of alternative solutions, conclusions or approaches to problems.
  • Judgment and Decision Making – Considering the relative costs and benefits of potential actions to choose the most appropriate one.
  • Complex Problem Solving – Identifying complex problems and reviewing related information to develop and evaluate options and implement solutions.
ATP Pilot Work Importance Styles
  • Attention to Detail – Job requires being careful about detail and thorough in completing work tasks.
  • Dependability – Job requires being reliable, responsible, and dependable, and fulfilling obligations.
  • Self Control – Job requires maintaining composure, keeping emotions in check, controlling anger, and avoiding aggressive behavior, even in very difficult situations.
  • Stress Tolerance – Job requires accepting criticism and dealing calmly and effectively with high stress situations.
  • Leadership – Job requires a willingness to lead, take charge, and offer opinions and direction. Source
Professional Pilot Program At Aviator Flight Training Academy

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.

259 Flight Hours
  • Ground School Class Pre& Post Flight Ground
  • Training in a College Campus Atmosphere
  • Single Engine Private Pilot
  • Private Multi-Engine
  • Single-Engine Instrument
  • Multi-Engine Instrument
  • Multi-Engine Commercial
  • Single Engine Commercial
  • Multi-Engine Flight Instructor
  • Instrument Flight Instructor
  • Single Engine Flight Instructor
160 hours of Multi-Engine Time
  • Aircraft for check rides
  • Cross Country flying coast-to-coast
  • No FTDs (Simulators) used towards flight time
  • *CRJ Jet Transition Program
  • Pilot Career Planning & Interviewing Class
  • 6 Months of housing

Contact Aviator or schedule a visit.

Finding Funding For Your Flight Training

November 25, 2013 Leave a comment

Finding Funding For Your Flight TrainingBeing a pilot is a dream for many, only some can make it happen. The major deterrent of not following thru with flight training is the cost. Flight training is an investment, and in addition to money, you need to invest time. If you considering going to college to pursue aviation career, there are plenty of options available.

Aviation Scholarships and Grants

The rising costs of a college education have made some feel that postsecondary degrees are a luxury. There is no need to see things this way as help is there for those who need it. College scholarships and grants are readily available to students willing to do the research and pay attention to the regulations.

Grant and scholarship providers set their own rules about who can and cannot apply and students should not waste their time applying for scholarships and grants for which they are not eligible. Finding college scholarships and grants with eligibility criteria you meet is key to receiving awards. The more applications providers receive, the more likely they are to toss aside those of students who don’t match their target profile, no matter how good the essay or project.

The key to making your application stand out is to show that you have the discipline, attention to detail, and motivation to make good on what the scholarship or loan has to offer. Some tips to follow when applying for aviation scholarship.

Find The Right Source

AOPA’s Aviation Services department has compiled much information on scholarships and loans, including an extensive listing of available scholarships. The subject report, Aviation Scholarships and Loans, is available to members free online.

FAA also compiles a comprehensive list of scholarships in aviation. Some are listed below. For a full list and other information, please visit FAA scholarships page.

  • AeroClub of New England’s Scholarship Program
  • Amelia Earhart Memorial Scholarships & Awards
  • Astronaut Scholarship Foundation
  • Boeing Scholarships
  • Girls With Wings Scholarship
  • LeRoy W. Homer Jr. Scholarship
  • National Coalition for Aviation Education (NCAE)
  • University Aviation Association (UAA) Aviation Scholarship Guide

Once you’ve determined whether a loan or scholarship is your best bet, you need to turn your attention to the application. Scholarships require the applicant to meet specific criteria during the application process.


Be sure to check the deadlines of college scholarships and grants before beginning the necessary work. Providers know the deadlines well; it’s tough to fool them. It’s best to apply early in the case that materials get lost or misplaced but if you can’t help but ship things priority mail the night before they are due, at least make sure you have the dates straight. Do the applications have to be in by the deadline or must they be postmarked by the deadline? If you don’t know, call and ask. These seemingly small details can make all the difference.


It may not always seem fair but rules are rules. If your scholarship of interest is restricted to high school seniors who turn 18 by December 1st and you’re a high school senior who turns 18 on the 2nd, don’t waste your time. For whatever reason, the provider has set these rules and there’s no use in spending your time on such awards. Myriad college scholarships and grants are out there, ones that you are qualified to receive. To find scholarships that match your qualifications, you may conduct a free college scholarship search at

Follow Directions

Your success depends on simply following instructions. For example, if you are told to send five complete sets of paperwork, ensure that you send five copies of each page of the application. If the instructions say to send the materials stapled, don’t send them in a folder. Also, don’t send attachments such as videotapes or CDs containing parts of your portfolio, unless the sponsor specifically requests such material.

Recommendation Letters

Your letters of recommendation should be current. Typically, one letter should be from a person in aviation, one who knows your skills and experience. Another letter should be from someone who has known you for a long time, a friend or neighbor. The third letter can be from someone who knows your work ethic. This might be another person in aviation, or it might be a friend. This person could also address what you have achieved, and how, and where you are expecting to go from here. Be sure your recommendation letters are signed by the person who writes them with their complete contact information.


Be sure you are eligible for what you are applying for. You must meet the minimum requirements for the scholarship, or you may need to wait another year or two before you apply for that particular scholarship. If you’d like a career in aviation but don’t necessarily need to fly for a living, look into scholarships for aviation management, engineering, dispatch, or aviation maintenance.

Neatness Counts

Most careers in aviation – professional pilot, maintenance technician, engineer – require attention to detail. How you prepare your application speaks loudly about how detail-oriented you are. When copying logbook pages, make a copy of the left and right page as best you can – that counts for one logbook page. Then, cut that copy and paste it onto a single sheet so the whole page can be copied in a readable format onto a single 8 1/2-by-11-inch sheet of paper. You may need to shrink the copy to make it fit onto one page if your logbook is large. Make it easy to access and read your flight times. Be sure that at the end of each page, your total time for the previous page has been included.
Also, make the aircraft types that you fly clear on your logbook pages. If you fly the same aircraft every day, give the entire N-number and type of aircraft in the first entry on each page, as well as the complete date. You also need to sign each logbook page to verify the accuracy of those entries.

Are You Current?

Be sure your medical is current and appropriate for that next rating you desire, and that copies of all your certificates are included, not just the last one you received. The airlines require a copy of your driver’s license, along with your driving record, available from your state. Your pass/fail record from the FAA is required for airline type ratings, too. If you plan to apply for an airline scholarship in the next year, get started right away on collecting those two pieces of essential information. It takes several months for some states to get driving records to you.

Fill In The Blanks

On the application, as with all forms, fill out all blanks legibly. Mention only the company’s name at the top of your application, and copy the blank form before you fill it in. Then make the required copies after you have completed each application.

Writing The Essay

The essay is your opportunity to give the sponsors a feel for your personality. Address the guidelines and question given for the essay, but be original. Too many essays start out with: “I always wanted to fly…”
There is no need to reiterate what your resume or recommendation letters have already addressed. But you must address each of the guidelines somewhere within your package. Things like financial need, achievements, or service to the community are weighed differently for each scholarship. Source

Federal Funding

Federal Student Aid, a part of the U.S. Department of Education, is the largest provider of student financial aid in the nation. At the office of Federal Student Aid, our 1,200 employees help make college education possible for every dedicated mind by providing more than $150 billion in federal grants, loans, and work-study funds each year to more than 15 million students paying for college or career school. dreams. To apply for federal funding, please visit FAFSA link.

Financial Assistance for Veterans

The Post-9/11 GI Bill provides financial support for education and housing to individuals with at least 90 days of aggregate service after September 10, 2001, or individuals discharged with a service-connected disability after 30 days. You must have received an honorable discharge to be eligible for the Post-9/11 GI Bill. For complete information and details, please visit Department of Veterans Affairs.


The United States Department of Education (DOE) has deemed Aviator College eligible to participate in Federal Title IV financial aid programs. This requires the College to adhere to Federal Aid program guidelines and is subject to the availability of funds. The amount of aid a student can receive is based on the cost of attendance,Expected Family Contribution (EFC), enrollment status, and length of attendance. Aviator College uses the Free Application for Federal Student Aid (FAFSA) to gather the information needed in determining a student’s financial aid eligibility. All information you provide on a FAFSA is confidential.

Aviator’s SCHOOL CODE is: 039863

For complete list of financing options with Aviator College, contact Aviator Financial Aid office or call 1-800-635-9032

Pilot Students Must Know How To Do Pre-Flight Check

November 22, 2013 Leave a comment

Pilot Students Must Know How To Do Pre-Flight CheckStudents signing up for flight training are eager to learn the skills and fly a plane for the first time. Concentration and full attention to detail is the key to being a successful pilot. When a student pilot is working on obtaining his private pilot license (PPL) license, he is required to pass a written knowledge test prior to taking his final licensing check ride. The knowledge needed to pass the written exam may be acquired through home study, weekend seminar or private pilot ground school. Information required to pass the written exam for a private pilot’s license is governed by FAA and covers a variety of topics that students must be familiar with in order to pass their written exam for their license.

After students learn about weather in private pilot ground school, they must become familiar with different types of airspace, such as airspace with a control tower versus uncontrolled airspace. Additionally, students must learn how to read sectional charts, which are basically maps of the sky. Sectionals signify different types of airspace, important land markers and the heights of objects that could possibly be obstructions in a pilot’s flight path.

Pilots should understand how a basic engine works, in order to recognize when an engine is failing in flight and in order to mechanically maintain their aircraft. Different airports use different types of marking systems for their runways.
Other topics covered in private pilot ground school are aerodynamics, flight instruments, radio communications, radio navigation, aircraft performance and weight and balance.

Student pilots approaching a solo flight are eager to know when they are ready. The answer goes beyond technical skill. A ready-for-solo student pilot inspires confidence. Generally, readiness for solo involves satisfactory performance in three piloting skills: overall good judgment; the ability to make and execute decisions promptly; and a capacity to react to unexpected occurrences or emergencies coolly. Performance in all these areas must be consistent and predictable, not occasional and erratic.


Preflighting an airplane is the process of inspecting it prior to takeoff. This is a general outline of steps to assure the airworthiness of your aircraft for takeoff. Actual preflight requirements may vary from one type aircraft to another, and these steps would not be appropriate for military or commercial aircraft.

The key to a good preflight is understanding what you are checking and why you are checking it. You must know what is normal and abnormal, what is airworthy and what is not. What follows is not a comprehensive guide to preflight inspections—the aircraft’s pilot operating handbook (POH) or approved flight manual (AFM) gives this information—but a review of some commonly overlooked details.

Organization and attention to detail are important. When preflighting, always follow the aircraft’s written checklist. One overlooked switch (such as a boost pump) can make the difference between safety and disaster. You should also double-check everything if the airplane has just come from maintenance. With all this in mind, let’s preflight a typical general aviation trainer.

Key Elements Of a Pre-Flight Check
The “once over”

As you approach the aircraft, give it a “once over.” From a distance you can see the whole airplane, and this vantage point can reveal such problems as flat tires and bent or damaged wings, gear struts, fuselage, or empennage. Do not assume that the airplane is okay because you just flew it 10 minutes ago.

ARROW check

When you reach the cockpit, check first for the necessary documents—the FAA says an airplane cannot legally fly without them. Make sure the airplane has an ARROW, the acronym that helps you remember the required documents: airworthiness certificate, registration, radio station license, operating limitation documents, and weight and balance information. You will most likely find them all in a clear plastic pouch attached to a cockpit wall.

The airworthiness certificate tells who built the airplane and when. It stays with the airplane throughout its life in the United States. It must be displayed so that it is visible to crew and passengers.
Documentation on operating limitations includes cockpit placards, color coding on instruments, and the AFM or POH. These books serve the same purpose; the airplane will have one or the other, depending on when it was certificated. The AFM is aircraft-specific (it should carry the N-number or serial number), and the POH covers a particular make, model, and year of aircraft.

Weight and balance information must be for a specific airplane. You cannot substitute information from another airplane of the same make and model. An important part of the weight and balance information is the equipment list, which details everything installed in the aircraft. You should be familiar with this paperwork because it is the only official source of information for computing weight and balance.

Aircraft logs

Periodically examining the aircraft’s logbook is a good idea to ensure that the required aircraft inspections are current. Aircraft operated for hire have to be inspected every 100 hours of operation, and all aircraft must have an annual inspection. The transponder and altitude encoder (if installed) must be checked every 24 calendar months. If the airplane is flown IFR, the pitot/static system and altimeter must also be inspected every 24 calendar months, and VOR accuracy must be checked and signed off every 30 days. Maintenance technicians must perform all these inspections except for VOR accuracy, which you can do (and should do before every IFR flight).

Don’t underestimate the importance of checking the aircraft logs. One pilot I know flew a rented airplane for his flight instructor checkride without carefully reviewing the maintenance records. In inspecting the logs, the FAA examiner discovered the transponder check was out of date. The examiner gave the pilot a choice: He could take a pink slip for a failed checkride, or the inspector could cite him for flying an unairworthy airplane. He took the pink slip (and now checks the aircraft logs before flight).

Cockpit check

After your paperwork check, make sure all the cockpit switches and valves are in their correct positions (and make sure valves, such as fuel selectors, turn and hold their settings). Turn on the battery switch and note the fuel quantities so you can compare them with your visual inspection later. Turn off the battery switch. Don’t put the key in the magneto switch, if applicable, and ensure that the magnetos are OFF.

Before leaving the cockpit, remove any trash; you don’t want it rolling around and possibly jamming the controls. Check the seats and seat belts for proper operation; frayed or loose belts may not function correctly in an emergency.
If the aircraft uses fuses, note the location and quantity of spares. If you have not yet learned how to read a fuse’s ampere rating, ask a flight instructor or maintenance technician, then compare the spares with what the airplane requires. If you cannot read the rating on the fuse holder, call a maintenance technician for assistance.

Checklist tour

Take your preflight-inspection tour around the aircraft following the manufacturer’s checklist. Pay special attention to loose or “smoking” rivets (which have a residue around them), the security of all bolts and nuts, and safety-wired devices. Two basic nuts are used on airplanes: self-locking nuts have internal features that keep them from unscrewing so they do not need safetying; and non-self-locking nuts need an external locking method. They may use lock washers, be drilled for a safety wire, or have castellations (a “castle” nut) designed for use with safety wire or cotter pins. Regardless of the type used, ensure that the locking method is in place, because it is designed to keep the nut from working loose in flight.

Stop and roll

When inspecting brakes, make sure you check all the brake pads. Acceptable pad thickness varies, so check with a maintenance technician for the applicable measurement. Inspect the brake rotor (disc) for excessive rust, grooves, and overall thickness.

Check each tire for wear and flat spots, even if it is new. This involves rolling the airplane forward or backward a bit, but it’s better than blowing a tire on takeoff or landing. (Wheel pants make this task more difficult, but don’t bypass it.) Leaking oleo struts will usually be dark and oily. Assure that oleo struts are not over- or under-inflated; the AFM or POH should give the measurement for gauging this.

Rigged controls

Assure that the flight controls are properly rigged and move freely. On most aircraft you can check for proper rigging by moving the control surface and seeing which way the yoke moves (did you remember to remove the control lock?).
While you are moving the surface, check for rubbing metal by looking for wear or chafing marks on the paint. Feel for any hesitation or binding in the movement, and listen for rubbing sounds. Any unusual indications require further investigation, usually with a maintenance technician.

Check the security of control hinge fasteners, especially on piano hinges. Some aircraft have airworthiness directives (ADs) requiring periodic inspections or maintenance of piano hinges with center wires, which have been known to fall out.

Engine and prop

Check the propeller for overall condition. Nicks can cause stress points that lead to blade failure. Check constant-speed props for oil leaks around the hub and for excessive blade movement (grab the blade and try to change its pitch). Both are signs of problems. Never push down on the spinner to check the nose strut. Spinner bulkheads crack easily and are expensive to replace—and losing a spinner in flight is not recommended.

Remember that moving the propeller could start the engine if the magneto switch is ON—or OFF and faulty. Most magnetos have a ground wire that disables them when the switch is OFF. If this grounding wire breaks, the mag stays hot. Any movement of the prop may cause the engine to fire (if the mixture is not at IDLE/CUTOFF). Never assume you are safe in moving a prop.

When inspecting the engine, check for proper oil levels and look at the engine’s overall condition. Air filters or intakes should be open and free from excess oil, grease, dirt, bugs, and other contamination. Dripping oil (some aircraft may drip oil from the crankcase breather on shutdown) and excessive soot behind the exhaust pipes could indicate problems.

Don’t forget to look into the exhaust pipe. Normally it should be a dull gray or brown. If it’s wet with oil, the compression rings may be worn. If the build-up is heavy and black, the mixture may not be adjusted correctly.

Fuel system

Visually check the fuel for quantity, correct octane color, and contamination. Some aircraft have supplemental type certificates that allow them to use unleaded auto fuel. If this is the case, you should learn the limitations—no alcohol, a minimum octane rating, altitude restrictions, and use of electric boost pumps (if installed).

Check the accuracy of the fuel gauges. You can use a clean, calibrated dipstick (homemade or purchased) to verify the indicated fuel quantity. You also need to know what constitutes “full tanks” on the airplane you are flying. In aircraft with long, flat tanks, such as Cessna 210s, if the fuel level is down about an inch in the filler, it may take as much as another 10 gallons.

Don’t forget to check all the fuel vents. If a vent is plugged, the resulting vacuum will hinder fuel flow to the engine. The AFM/POH should tell you the location and types of all the vents. Some aircraft require vented fuel caps. Many aircraft have more than one or two fuel sumps; this information should be in the AFM/POH as well.

Drain and sample fuel from all sumps. When the temperature is below freezing, don’t assume the sump is bad when fuel won’t come out. Ice in the tank, fuel line, or sump may be the problem—and a definite indication not to fly that airplane. After draining and sampling a fuel sump, visually confirm that fuel has stopped dripping.

Preflight cleanup

Your next-to-last action on a preflight should be cleaning all the windows inside and out. Your eyes tend to focus on something close. Dirt and bugs on the windshield can lead you to miss things in your traffic scan.
Your final preflight procedure should be to review the airplane’s performance data and emergency checklists. You should have computed the airplane’s weight and balance, takeoff runway requirements, density altitude, fuel burn, and other essential items during your preflight planning. Take a minute to review the airplane’s important speeds, such as VX or VY (the best angle or rate of climb, respectively), and best glidespeed. Go through the appropriate emergency checklists: engine fire on engine start, aborted takeoff, and engine failure after takeoff. While you may have this information committed to memory, reviewing it before takeoff will put it in your short-term memory for quicker recall. Source

Individual Flight Training Courses

The Aviator Flight Training Academy offers a full line of flight training courses to meet the individual needs of each student. Contact Aviator or schedule a visit.

Get Aviation Degree With Your Flight Training

November 20, 2013 Leave a comment

Get Aviation Degree With Your Flight TrainingBecoming a pilot is a dream job for many, for some being able to fly the plane is a serious hobby. Flying a plane involves monitoring dials and gauges to maintain the proper elevation and speed. A pilot is also responsible for cargo and people aboard the flight. So, what specific knowledge and flight training experience do you need to get a pilot license? Depends of the type of license you wish to acquire.

There are a total of 4 types of pilot licenses (in US we call them certificates):

  • Student Pilot License (SPL)
  • Private Pilot License (PPL)
  • Commercial Pilot License (CPL), and
  • Airline Transport Pilot License (ATPL)

Listed below are general topics future pilots need to study to follow an aviation career.

  • Transportation — Knowledge of principles and methods for moving people or goods by air, rail, sea, or road, including the relative costs and benefits.
  • Physics — Knowledge and prediction of physical principles, laws, their interrelationships, and applications to understanding fluid, material, and atmospheric dynamics, and mechanical, electrical, atomic and sub- atomic structures and processes.
  • Geography — Knowledge of principles and methods for describing the features of land, sea, and air masses, including their physical characteristics, locations, interrelationships, and distribution of plant, animal, and human life.
  • Public Safety and Security — Knowledge of relevant equipment, policies, procedures, and strategies to promote effective local, state, or national security operations for the protection of people, data, property, and institutions.
  • Mathematics — Knowledge of arithmetic, algebra, geometry, calculus, statistics, and their applications.
  • Telecommunications — Knowledge of transmission, broadcasting, switching, control, and operation of telecommunications systems.
  • Communications and Media — Knowledge of media production, communication, and dissemination techniques and methods. This includes alternative ways to inform and entertain via written, oral, and visual media.

Typically, a 2-year college degree is required to work as a professional pilot. However, training in the military can often be substituted for a college degree. All pilots paid to transport people or cargo must hold a license. In order to become licensed, you need to have flight experience. Flight experience can be gained in the military or through flight school. All licensing is regulated through the Federal Aviation Administration (FAA). The FAA requires you to be at least 18 years old and to have a minimum of 250 flight hours. You must also pass physical, written and practical exams.

Being a pilot also requires:

  • Good vision and hearing
  • Attention to details
  • Ability to focus for long periods of time
  • Ability to handle stressful situations and remain calm

When you are looking for a flight school to learn how to fly and get your experience, inquire about their flight training degree programs. Aviation colleges typically offer certification programs as well as a degree oriented programs. Degrees are available at the associate’, bachelor’s and masters level, and are typically given in the sciences. Which degrees are being offered typically depends on the job being pursued and/or the college.

For students interested in flying, an associates degree is the way to go because it’s the minimum most airlines look for when hiring. While you’ll need to complete at least 250 hours in-flight, the Aviation major also includes classroom instruction in FAA regulations, aviation meteorology, aircraft operations and more. Associates degrees are also available for students who prefer to stay on the ground with careers in air traffic control and airport management.
Some professions legally require certification, which is usually granted by the Federal Aviation Administration (FAA). Most jobs in the field of aviation do not require a degree, but many employers prefer to hire applicants who have completed some form of higher education.

Associates Degree Program From Aviation College

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 from Aviator College with flight ratings from private pilot through commercial, with Flight Instructor ratings. This training is necessary to obtain employment, and by completing the associate’s degree you will set yourself apart from other applicants since a degree is preferred in the airline industry.

The flight portion of the program consists of a minimum of 565 flight hours and more multi-engine time than any other college or flight school today. Our large multi-engine fleet is equipped with Garmin 430s, and ASPEN EFIS is being introduced. Single engine fleet consists of Piper Warrior III with all glass (EFIS systems). Ground school is taught in a classroom environment.

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Why Do Flight Training in Florida

November 18, 2013 Leave a comment

Why Do Flight Training in FloridaContact Aviator The national average for earning PPL (private pilot license) is 60-75 hours. The number of flight training hours does heavily depend on your ability and flying frequency. Even though ability and skills are taught in flight school, acquiring them truly depends on your commitment. Flying frequency on the other hand depends on the weather so choosing location of your school is a very important factor.

Florida is a great place to earn your wings. The weather stays warm through out the year, almost all 365 days! The moderate and mild climate makes flight training a pleasure. The good weather allows you to log more flying hours faster, get your degree quicker and be on the way sooner to your new aviation career.

In addition to location, there are other factors to look for when choosing a flight school for your flight training.

Flight schools come in two flavors, Part 61 and Part 141, which refer to the parts of the Federal Aviation Regulations (FARs) under which they operate. The most common and least important distinction between them is the minimum flight time required for the private certificate — 40 hours under Part 61, and 35 hours under Part 141.

What differentiates the two is structure and accountability. Part 141 schools are periodically audited by the FAA and must have detailed, FAA-approved course outlines and meet student performance rates. Part 61 schools don’t have the same paperwork and accountability requirements.

Learning under Part 61 rules can often give students the flexibility to rearrange lesson content and sequence to meet their needs, which can be of benefit to part-time students. Many Part 141 schools also train students under Part 61 rules.

Which type of school is best for you depends on your needs, available time, and other factors, such as veteran’s benefit eligibility (only Part 141 schools can qualify for VA-reimbursed training) and location. When it comes to the FAA checkride, which is the same for all, it doesn’t matter where you learned to fly, only how well — including your understanding of aviation academic material.

In addition to Part 61 and Part 141 type of flight schools, there is a third category that bears serious consideration by prospective pilots, particularly those planning a professional piloting career. That category is Nationally Accredited Training Institutions. Accredited flight schools must meet rigid standards of accountability for virtually every area of operation and must apply to an accrediting agency recognized by the U.S. Department of Education. When you are reviewing flight school websites, please look for the information that lists school’s accreditation information.

Since Florida offers the ultimate weather for flight training it attracts some of the top flight instructors in the country. Training under the best instructors will help you learn faster, give you credibility, and you will learn things you might not learn with other instructors.

Your primary instructor should be at least a certificated flight instructor (CFI). Ensure that your instrument instructor has an instrument instructor rating (CFII). Instrument training received from a non-rated instructor can cause problems when it comes to meeting FAA requirements.

The best way to research a flight school is to schedule a tour. Come prepared, have your checklist and questions ready. When you do a tour, speak with attending flight school students and inquire about their experience. Also important is to meet flight instructors so you will have first hand knowledge of what to expect.

As a pilot, you will always remember your 1st solo flight experience and the plane used. Make sure the investment you make with flight school is the right one. Meet with flight instructors and ask them about the existing flight training fleet.

Aviator College- FAA Approved and Nationally Accredited Flight Training in Florida

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!

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Speak with a Flight Instructor. Call 772-672-8222

Professional Piot Training Programs in USA

November 15, 2013 Leave a comment

Professional Piot Training Programs in USAAirplane pilots must typically undergo lengthy formal training procedures to become licensed to fly. Different types of aircraft, such as helicopters, private planes, and commercial airliners, require specific pilot training and licensing procedures. In the United States, pilot training is regulated by the Federal Aviation Administration (FAA). Other countries have similar governmental organizations which oversee training and licensing of new pilots.

To receive pilot training, a person must usually be at least 16 years of age and in reasonably good physical condition. He or she must have good vision, with or without the aid of eyeglasses, and the ability to hear and speak well. Physical and mental fitness are important to ensure the safety of the pilot as well as passengers and cargo on an aircraft. Certain accommodations are sometimes made, however, for people with disabilities who wish to fly.

Future pilots can get training at flight schools or local airports, under the supervision of one or more qualified flight instructors. New pilots receive classroom instruction about safety procedures, equipment, and regulations. A student is required to demonstrate his or her skills in a flight simulator before getting behind the controls of an actual aircraft. After 30 to 40 hours of actual flying experience, a pilot can obtain a certificate to fly solo.

A typical pilot looking to get hired by the airlines will usually get the following certificates and rating in the order listed below.

  • Student Pilot Certificate
  • Private Pilot Certificate
  • Instrument Pilot Rating
  • Commercial Pilot Certificate
  • Multi Engine Pilot Rating with Commercial and Instrument Add-on
  • Flight Instructor certificate
  • Instrument Instructor Rating
  • Multi Engine Instructor Rating
  • Airline Transport Pilot Certificate
Student Pilot Certification:

An individual who is learning to fly under the tutelage of a flight instructor and who is permitted to fly alone under specific, limited circumstances. If you have just started your flight training then this is the category that you fall under.

Sport Pilot Certification:

An individual who is authorized to fly only Light-sport Aircraft. This new pilot certificate is more affordable then becoming a private pilot because you need fewer hours to qualify for a sport pilot certificate. The sport pilot certificate offers limited privileges mainly for recreational use.

Recreational Pilot Certification:

An individual who may fly aircraft of up to 180 horsepower and 4 seats in the daytime for pleasure only. Most new student pilots prefer to work towards the new Sport Pilot Certificate instead of the Recreational Pilot Certificate.

Private Pilot Certification:

An individual who may fly for pleasure or personal business, generally without accepting compensation. This is the certificate that the majority of active pilot pursue. If you plan on working for the airlines or flying for hire, this is the first pilot certificate that you will work towards.

Commercial Pilot Certification:

An individual who may, with some restrictions, fly for compensation or hire. Once you complete your private pilot certificate you will either work towards your commercial pilot certificate or the instrument rating. The commercial pilot certificate allows you to get paid for flying under certain circumstances. This doesn’t mean that you can jump in your airplane and have someone pay you to fly them somewhere.

ATP (Airline Transport Pilot Certification)

An individual authorized to act as pilot in command for a scheduled airline. The airline transport pilot certificate allows you to operate as a Captain for an airline or private charter. Most airlines will not hire you until you acquire the atp certificate.

Instrument Pilot Rating:

An instrument rating is required to fly under instrument flight rules. Instrument ratings are issued for a specific category of aircraft; a pilot certified to fly an airplane under IFR has an Instrument Airplane rating. Once you complete your private pilot’s certificate you will more than likely work towards your instrument rating.

Multi Engine Pilot Rating:

A multi-engine rating is required to fly an airplane with more than one engine. It is the most common example of a class rating. If you want to become an airline pilot then you will have to get your multi engine rating. You will also need to build at least one hundred hours of multi engine time before any commercial operator hires you.

Flight Instructor Certification:

A flight instructor certificate authorizes the holder to give training and endorsement for a certificate, and perform a flight review. Most pilots that want to become airline pilots pursue their flight instructor certificate.

Instrument Instructor Rating:

A instrument instructor rating authorizes a certified flight instructor to give training and endorsement for an instrument rating.

Multi Engine Instructor Rating:

A multi-engine instructor rating authorizes a certified flight instructor to give training and endorsement for a multi-engine rating. This is also a great way to build your multi engine time.

Ground Instructor Certification:

The ground instructor certificate allows the holder to offer various kinds of ground instruction required of those seeking pilot certificates and ratings.

Pilot Training Program With Aviator Flight Training Academy 259 Flight Hours

Once you decide which pilot certification you want, it is time for flight training. Aviator Flight Training Academy offers professional pilot training programs with a minimum of 200 hours of multi-engine time. The flight school has a state of the art 37,000 square foot facility, featuring a CRJ Level 5 Flight Training Device (Simulator), large classrooms and individual briefing rooms.

The Aviator Flight Training Academy offers a full line of flight training courses to meet the individual needs of each student.

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1-800-635-9032 (Toll free number)

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