Archive for January, 2014

With Pilots and Aviation Mechanics Shortages The Future for Aviation Career is Optimistic

January 27, 2014 Leave a comment

With Pilots and Aviation Mechanics Shortages The Future for Aviation Career is OptimisticYoung people with a dream to fly or fix airplanes can look to a brighter future in an exciting and challenging field. For some time now, aviation professionals have worried privately that turbulence in the aviation industry – with layoffs, furloughs, wage and benefit cuts affecting wide-swaths of the industry – was going to result in too few men and women choosing to become pilots and mechanics. Combined with a predicted global growth in aviation, the decrease in the numbers of trainees – both civilian and military – is creating what many see as a looming shortage of both pilots and mechanics.

Career In Aviation

Apart from piloting aircraft, the study of aviation science encompasses air traffic control, maintenance of aircrafts and related facilities, flight operations, dispatch operations and communications. Professionally trained pilots often enroll in aviation science degree programs to refresh or deepen their understanding of aeronautics. During a degree program in aviation, you can develop a set of diverse interests that will support your quest for a fulfilling career. 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.

What Aviation College Teaches You

Professional pilots today are “flight managers” who must intimately understand the workings of their computerized and fly-by-wire stick and rudder, and who must work with and depend on a crew of professionals that goes far beyond those in the cockpit.

These are the essential skills students learn and practice in today’s collegiate aviation programs, but the value of a college education goes beyond these aviation-specific skills. Typically, your first two years of college will be devoted to “general education” classes. While they seemingly have no direct correlation with aviation, they do, and additionally, they’ll make you a well-rounded individual.

Math, physics, and computer-science classes help you understand your career’s technical aspects. English makes you a better oral and written communicator. Sociology and psychology give you a better understanding of human nature. History and the humanities give you insight and appreciation for man’s development, achievements, and blunders. Economics makes clear the forces that will act upon your career.

Those aiming for the cockpit should never forget that a failed medical (or a failed airline) can terminate a flying career without notice. This is another reason pilots should know more than just how to fly. If you don’t have a degree, your career options are limited. But if you’ve been educated as a manager, engineer, or technician, you have career alternatives that will enable you to survive professionally and, perhaps, maintain your aviation “connection.”

Start Your Aviation Career With Associate Degree

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.

Job Options for Graduates of Aviation Colleges

The most basic training offered at aviation colleges is flight lessons, which teach students the skills necessary to become a pilot, copilot, or flight engineer. Students can learn to fly aircrafts of all sizes, from helicopters to commercial jets, and to handle a plane in the scariest of conditions. There are also job and training options for those who are fascinated by airplanes but dont enjoy flying. Students can train in field such as aviation safety and management, airport management, or air traffic control.

Finding the right aviation college can take on you on an important journey in your aviation career. Do your research, ask attending students, get advise from pilots and pilot associations.

2-Year Associate’s Degrees in Aviation from Aviator College

Jump Start Your Career With Flight Training and an A.S. Degree from Aviator College 565 Flight Hours. Aviator College of Aeronautical Science & Technology provides the most cost effective 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.

Contact our Recruiting Department today to get detailed information on Aviation Degree in Aeronautical Science.



Learning Guide and Flight Training Tips For Student Pilots

January 23, 2014 Leave a comment

Learning Guide and Flight Training Tips For Student PilotsAirplanes vary from type to type in the use of flaps, carburetor heat, spin recovery and other procedures. Although student pilots use Pilot’s Operating Handbook or its equivalent source of information as a final guide for operating a specific flight training plane, there should be other sources of information available to each pilot student. The following publications are suggested and cover the basic minimum required for studies:

  • Aeronautical Information Manual (AIM)
  • Federal Aviation Regulations (Title 14 of the Code of Federal Regulations)
  • Aviation Weather (AC 00-6A)

For details on aerodynamics and for transportation to a more complex airplane types, the good source to rely on and have handy is:

  • The Advanced Pilot’s Flight Manual (Kershner)

Students who begin flight training should expect to work hard on their practical skills. Each flight would be different every time. The most important factor in your flight training is your relationship with your flight training instructor. Evaluate your relationship and the structure of your flight training courses to make a final decision on whether you have the right flight instructor to fulfill your needs and ambitions of becoming a pilot.

Flight Training Big Three Terms You Must Work On

As you go thru your flight training program, you will here these 3 terms used a lot:

  • Headwork
  • Air Distribution
  • Attitude

For any pilot, private or professional, the most important thing is a good headwork.

Nobody cares if you slip or skid a little or maybe every once in a while land a bit harder than usual, but if you don’t’ use your head-if you fly into bad weather or forget to check fuel and have to land in a plowed field-you will find people avoiding you.

As you progress in aviation career and are a PIC, it is a lot more comfortable for your passengers if they know your use your head in flying. So, as the sign says –THILK- meaning think.

Air Discipline

Air discipline is a broad term but generally means having control of the aircraft and yourself at all times. Ask yourself. Are you a precise pilot or you wander around during maneuvers?

Air discipline is difficult and requires straight thinking and calculation. Air discipline is knowing, and flying by your own limitations. Example of this would be holding down for bad weather and not risking your life or the life of passengers. It also means honestly analyzing your flying faults. Air discipline means knowing your strengths and weaknesses and having a mature approach to flying.


A good attitude toward flying is important. Most flight instructors will go an extra mile to help students who are really trying and show effort. Perseverance, patience and good attitude are the qualities instructors pay attention to. When you have a good attitude, as all pilots should have, a lot of people will gravitate to you and help you. Instructors view good attitude as intention to study and achieve goals.

Aviator Flight School Flight Instructors

Faculty and Flight Training Instructors at Aviator 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.

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.

Aviator College Flight Training Degree Program

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.

What To Consider In Your Flight School Search

January 21, 2014 Leave a comment

What To Consider In Your Flight School SearchYou know you want to learn to fly and be a pilot. Where do you learn to fly? To choose which flight training option is perfect for you will depend on a few factors. FAA’s rules for getting a pilot’s license (certificate) differ depending on the type of aircraft you fly. You can choose among airplanes, gyroplanes, helicopters, gliders, balloons, or airships.

Also important is to know what type of flying you want to do. There are several different types of pilot’s licenses, from student pilot all the way up to airline transport pilot.

The good news is that a shortage of airline pilots has turned flight training into a full-fledged industry.

What you need to think seriously about what you want and expect before jumping into the flight training career. The reasons people decide to learn to fly seem to fall into two major categories and a couple of minor ones. Many of today’s students are looking down the road at a seat in the airlines, which is a gigantic change from a decade ago when the jobs were so scarce that it wasn’t even worth considering. The other major group of student pilots includes those who have reached, or passed, middle age and are finally getting to do what they’ve always wanted to do. The balance of the student population is made up of those who want to work an airplane into their existing business, those who simply can’t live without the thrill and adventure of flying, and those who don’t know for sure why they are doing it. Many of these people in all of these categories have jobs or careers that they can’t or don’t want to leave to pursue flight training. Others have families that require their presence on a daily basis. Still others have strict budget limitations. Each circumstance requires a different type of flight school.

Types of Flight Schools

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 pilot certificate (sometimes called a pilot license)—40 hours under Part 61, and 35 hours under Part 141.

Considering that the national average for earning a private pilot certificate is 60-75 hours (how long you’ll take will depend on your ability and flying frequency), this difference isn’t important for initial pilot training. It does make a difference to commercial pilot applicants: Part 61 requires 250 hours, and Part 141 requires 190.

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 pilot 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 flying 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 flight 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.

Although flight schools fall into two basic categories, Part 61 or Part 141, there is a third category that bears serious consideration by prospective pilots, particularly those planning a professional piloting career: nationally accredited pilot 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.

Aviation college degree programs also play a large part in today’s pilot training marketplace. If you are planning a professional flying career, an aviation degree may make you more competitive

Pilot Training Providers

Pilot training is available on-site at most airports, either through an FAA-certificated (approved) pilot school* or through other training providers. An approved school may be able to provide a greater variety of training aids, dedicated facilities, and more flexibility in scheduling. A number of colleges and universities also provide pilot training as a part of their curricula.

Enrollment in an FAA-approved pilot school usually ensures a high quality of training. Approved schools must meet prescribed standards with respect to equipment, facilities, personnel, and curricula. However, individual flight instructors and training companies that are not certificated by the FAA as “pilot schools” may also offer high quality training, but find it impractical to qualify for FAA certification.

Schedule a Visit With Each Flight School on Your Short List

In researching any flight school, you need to determine how seriously the business takes its flight training program and how professional the approach is. The best way to answer these questions, and others, is to talk to people who are taking flight instruction there. Don’t ask just one person. Ask for the names of at least five current or past students and contact all of them. When you talk to these students, get a sense of how satisfied they have been with their training experience and ask some specific questions:

  1. Were the instructors prompt?
  2. Did they do both preflight and postflight briefings?
  3. Were they good communicators?
  4. Were the aircraft well-maintained?
  5. Were the instructors honest in evaluating their students’ progress?
  6. Did the instructor leave the school before the student earned the rating?
Why Choose Aviator Flight School?

Aviator Flight School offers “hands on” flight training in an idyllic campus setting. Our beautiful facilities, dedicated faculty and staff, and long history of providing quality aviation education ensures graduates receive the skills and knowledge required to excel in today’s highly competitive aviation market.

Aviator College is a fully accredited flight school that provides the most cost effective program for a two year degree in an aviation related field. The college has a state-of-the-art 37,000 square foot training facility, featuring a CRJ Level 5 Flight Training Device (simulator) but FTD’s are not used towards your flight time for any ratings.

Our planes are second to none. We operate a fleet of more than 30 aircraft that fly over 30,000 hours yearly. All our planes are low wing and are equipped with Garmin 430’s and Aspen EFI’S.

The campus itself is in the scenic countryside. It is situated in a semi-tropical campus setting with the most up-to-date equipment and technology available. The housing complex is located on the campus. Every housing unit has four bedrooms, and four bathrooms. The bedroom may be divided into two separate rooms, saving on housing costs if you desire. The housing units are fully furnished with a television and internet access. Students have access to an outdoor pool, tennis and volleyball courts. There is a fitness center on the campus grounds.

Additional housing is located just north of Fort Pierce in Vero Beach. These houses have three bedrooms each, two baths and full kitchens.

We have payment plans to fit everyone’s budget. Sit down with one of our finance experts – they will assist you with a variety of financial aid programs, veterans benefits and career education loans.

We invite you to visit our campus, tour our facility and meet our staff. We think you will like Aviator College as much as we do.

How Pilots Determine The Aircraft Worthiness

January 16, 2014 Leave a comment

How Pilots Determine The Aircraft WorthinessAs a PIC (pilot in command), you are responsible for determining that the aircraft you intend to fly is airworthy, and in a condition for safe flight.

Properly Equipped?

There are two equipment-related regulations that you need to know especially well.

1. The first is 14 CFR 91.205, which lists the instruments and equipment required for different types of flight. Some pilots use acronyms to remember these items. Another way is to think of them in terms of three categories: engine, performance/navigation, and safety.

2. The second is 14 CFR 91.213, which deals with inoperative instruments and equipment. The first part of this regulation relates to aircraft for which there is an approved Minimum Equipment List (MEL). If your aircraft does not have a MEL (often the case for light GA aircraft), you need to ask yourself several questions to determine whether you can legally fly with inoperative instruments or equipment. Specifically:

  • Is the affected equipment part of the VFR-day type certificate?
  • Is the affected equipment listed as required on the aircraft’s equipment list or kinds of operation list?
  • Is the affected equipment required by any other regulation, e.g., 91.205, 91.207?
  • Is the affected equipment required to be operative by an airworthiness directive
  • If the answer to any of these questions is “yes,” then the aircraft must be grounded. If the answer to all of these questions is “no,” then the last step is to remove or deactivate the affected item, and mark it as “inoperative.”
Maintenance Completed?

The owner or operator of an aircraft is primarily responsible for maintaining that aircraft in an airworthy condition (14 CFR 91.403). These duties, as outlined in 14 CFR 91.403, 91.407, and 91.417, include ensuring that:

  • Required inspections are performed.
  • Discrepancies are repaired.
  • Maintenance personnel make appropriate logbook entries, to include description of work, date of completion, and signature and certificate number of the person who approves the aircraft for return to service.
  • Inoperative instruments and equipment are treated in accordance with 14 CFR 91.213.

As PIC, you do not have to perform these duties yourself. You do, however, have primary responsibility for verifying that the aircraft you intend to fly is airworthy and in a condition for safe flight.

Inspections Done?

Part of ensuring that the aircraft you intend to fly is airworthy and in condition for safe flight involves verifying that all required inspections have been completed. The chart below summarizes what to look for:


Experimental or Restricted?

If you are flying an aircraft in a restricted or experimental category, you will need to review the regulations concerning operation of these aircraft. You will find the provisions applicable to restricted category aircraft in 14 CFR 91.313. Operating limitations that apply to aircraft with experimental certificates are located in 14 CFR 91.319.

How Much Fuel?

Fuel-related light aircraft accidents usually involve one of two problems. The first is fuel starvation, which means that fuel cannot get to the engine(s), even though there may be plenty of fuel in the tanks. Knowing your aircraft’s fuel system very thoroughly is key to avoiding fuel starvation accidents.


The second is fuel exhaustion, which results from running out of gas. The regulations attempt to prevent this problem by specifying minimum fuel requirements for different kinds of flight. Regardless of time of day and flight rules (VFR or IFR), the regulations always require you to carry enough fuel to the first point of intended landing, and then continue for a specified period of time. Specifically:

  • Day VFR – Destination + 30 minutes at cruising speed (91.151)
  • Night VFR – Destination + 45 minutes at cruising speed (91.151)
  • IFR – Destination + alternate + 45 minutes at cruising speed (91.167).
Flight School Aircraft & Maintenance

Aviator flight school fleet consists of 10 multi-engine and 26 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-28, and the Cessna 172 Skyhawk cessna, 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).

Flight Training Aircraft Maintenance

Aviator has its own in-house maintenance facility, a 13,000 square foot environmentally approved hangar. Maintenance is under the supervision of the FAA. All technicians hold Airplane & Powerplant Certificates or better. Maintenance is open six days a week.

Factors Affecting Pilot’s Ability To Fly Safely

January 14, 2014 Leave a comment

Factors Affecting Pilot’s Ability To Fly SafelyThe Federal Aviation Administration’s (FAA) literature defines five hazardous attitudes that can undermine a pilot’s aeronautical decision making. They are antiauthority, impulsivity, invulnerability, macho, and resignation. While these terms all have negative connotations, each really represents a trait or characteristic embodied in the psyche of every human mind. The key to maintaining a safe attitude is understanding the factors that influence each of these traits and recognizing situations when these traits may become prevalent enough to compromise our decision-making ability.

The Decision-Making Process

The decision-making process involves awareness of our situation. We use judgment to evaluate various risk factors, then choose a course of action to produce a desired result. One representation of this process is called the DECIDE model. In this model, we first detect a change or deviation from our planned action. We then estimate the correction required. We choose a desirable outcome, initiate change by doing something, and evaluate the effect of this action on correcting the deviation.

Throughout this process, a pilot is called upon to evaluate five important elements: himself, the aircraft, the environment, the type of operation or flight (sightseeing, training, charter, etc.), and the situation of the other four elements.

Under normal circumstances, our decision-making process operates effectively. But when stressors are present, the decision-making process can become strained or fail altogether as the pilot fails to properly evaluate any of the five flight elements.

Stressors can be broadly categorized as physical, physiological, and psychological. Physical stressors relate to our environment and include such factors as cockpit temperature, noise, vibration and turbulence, hypoxia, and carbon monoxide. Any of these stressors can alter our perceptions to the point that we are no longer able to make realistic evaluations.

Physiological stressors are those that affect the functioning of our bodies and minds. They include such common factors as fatigue and proper nutrition.

When stressors mount, the attitudes that we normally keep in check may begin to adversely influence our decision-making ability. Our judgment becomes compromised, and we begin to slide down a slippery slope toward disaster. What’s important is that we recognize the traits within us, understand how these traits can develop into hazardous attitudes, and develop mechanisms to readjust our thought processes as we enter the zone of hazardous attitudes and dangerous decision making.


While most of us don’t like to admit it, at times we all act as if the rules don’t apply to us. If you’ve ever found yourself cruising down the highway above the posted speed limit, hurrying to make it through a yellow traffic light, or rolling past a stop sign, then you know what I’m talking about. Sometimes it seems that the rules just don’t apply in the particular circumstances, that they aren’t that important, or that we can get away with disregarding them.

When we find ourselves breaking the rules like this, we usually have ways to rationalize our behavior. “There was no traffic, and I was in a hurry…nobody was coming…conditions were perfect…you know these roads were really designed for traveling at 70 miles an hour….” Occasionally, such lapses in judgment result in an accident, but even then we are likely to find extenuating circumstances that relieve us of responsibility, such as, “That guy just came out of nowhere,” or, “There was a patch of ice on the road,” or, “He wasn’t using his turn signals.”

The same thing can happen in an airplane. To save a few seconds of time, pilots sometimes abbreviate the traffic pattern or use non-standard entries, skip checklists, or fly closer to the clouds and in poorer weather conditions than legally allowed. They rationalize these deviations with similar arguments, including, “There was nobody else in the pattern,” or, “I know the checklist by heart,” or, “I’ve done this hundreds of times.”

Psychological stressors are probably the most common cause of allowing antiauthority traits to run amuck. When we feel a strong need to get somewhere, we can feel justified in bending the rules. When our antiauthority attitude overwhelms our good judgment, we’re squarely in the danger zone.


Throughout our training, the need to react quickly-to take prompt action in response to a changing situation-is emphasized. When we hear the stall warning, we lower the nose, apply power, and level the wings. On landing, we make rapid corrections to compensate for the effects of gusty winds. When an engine fails or a fire breaks out, we respond immediately with carefully programmed actions.

A person with a hazardous impulsivity attitude may feel the need to do something-anything-quickly. But there are times when reacting too quickly can get us into trouble. Rush through a checklist, and you might miss an item. Hurry to feather a failed engine in a light twin, and you might inadvertently feather the wrong one. There are very few times when lightning-quick responses are essential to safety and survival. In most situations, including many emergencies, it’s better to take time to sort things out before committing to a course of action.


I’ve never been more shocked than the day I broke my leg skiing. I was 12 years old and way over my head on an icy slope. I lost control and slammed into an innocent bystander. My leg snapped like a frozen twig. I was dumb-founded. It was simply impossible that such a thing could happen to me. Accidents like this were only supposed to happen to other people.

Perhaps our built-in sense of invulnerability is a survival mechanism that allows us to cope with the prospect of injury or death. If we truly believed that we would be injured or killed each time we climbed into the cockpit of an airplane, we’d never turn the starter. Of course we don’t think we’re going to crash. We tend to believe that accidents happen to other pilots; besides, virtually all the factors that affect safety are under our direct control. We know that as long as we make good decisions, we should never have an accident.

However, this feeling of invulnerability should always be tempered by an equally strong sense of caution. Otherwise, this important survival mechanism becomes a serious safety liability. We may fail to stop and consider the very real risks that are involved in the actions we take.


Pilots must have a high degree of confidence in their ability to operate an airplane. Aviation is full of challenges: flight planning, decision making, computing, and navigating. Our training is designed to foster our self-image as competent, capable pilots. As aviation pioneer Beryl Markham wrote, “Success breeds confidence….” Each time we succeed in our flying, we have more confidence that we can do it again.

Sometimes our confidence outstrips our ability to safely fly the airplane. Especially when we have a strong desire to accomplish a goal, we can fool ourselves into believing that we can do something that is actually stretching the limits of our abilities.

At the extreme end of the spectrum, people with a hazardous macho attitude will feel a need to continually prove that they are better pilots than others and will take foolish chances to demonstrate their superior ability. Individuals who normally keep their macho attitude in check can be tripped up when certain psychological factors color their perception. Stresses that lead to the hurry-up syndrome or get-home-itis can cause pilots to overestimate their abilities.

Physiological stressors can also in-fluence our macho attitude. We all know that alcohol and drugs affect our decision-making abilities, but even the air we breathe can affect our perceptions. Flying high without supplemental oxygen can lead to hypoxia, which can induce feelings of elation, well-being, or belligerence. In this state, a pilot may feel secure and justified in taking unnecessary risks.


Everyone has a limit, and at some point, each of us will recognize that we have reached it and resign ourselves to the consequences. We say, “There’s nothing more I can do,” or “I can’t do that.” This resignation becomes hazardous when a pilot gives up when faced with difficult situations. Those with a hazardous resignation attitude believe that they have little control over their own destiny-that fate or bad luck is the cause of their misfortune.

Our perception of our limits can change from year to year or even minute to minute as our environment changes and physiological, psychological, and physical factors come into play.

Physical and physiological stressors probably have the greatest influence on our perceived limits. When we’re tired or feeling sick, we may become overwhelmed.

Changing Bad Attitudes

Once we recognize that our decision making might be compromised by a hazardous attitude, we can apply a corrective mechanism to our thinking. When the antiauthority attitude strikes, we need to remind ourselves that the rules are usually right. The regulations we fly by have literally been written in blood and exist for our protection.
When we find ourselves tempted to react impulsively, we can remind ourselves to think first. By reflecting briefly on a situation, we often choose a better course of action than simple reaction.

When we find ourselves thinking that bad things only happen to other pilots (invulnerability), we need to think again. Take mental note of all the factors influencing the safety of the flight. If we put these factors in the context of an accident report-our own-we can make better, more objective evaluations of our situation.

The same goes for the macho attitude. If we find ourselves about to take a chance, we need to reflect on the significance of our decision to fly. Ask yourself how important this flight will be five days or five years from now. Chances are it won’t be that important.

Finally, we need to watch out for those times when our abilities become compromised by tunnel vision. When the resignation attitude develops, we must realize that we are not helpless and force ourselves to continue thinking and flying the airplane.

It may have been a harsh step to sell that motorcycle, but the experience reinforced a valuable lesson about human nature. Nobody wants an accident, but they happen all the time. To avoid them, we must constantly make the painstakingly difficult assessment of our own mental condition. source

Multi Engine Rating For Professional Pilot

January 13, 2014 Leave a comment

Multi Engine Rating For Professional Pilot

Pilot Ratings

All pilot and instructor certifications (except for student and sport pilot certificates) have associated ratings. Ratings specify what, and/or how, the pilot is qualified to fly. The most common form is the aircraft category and class rating. A typical rating on a private pilot certificate is “airplane single-engine land.” If you subsequently decide that you want to fly twin-engine airplanes, you need to complete the training and testing requirements for a multi-engine rating. Your private pilot certificate will then have ratings for “airplane single and multiengine land.”

There are many possible combinations of certificates and ratings for aircraft category and class. Ratings are added to a certificate when the pilot qualifies for a certain operating privilege, such as an instrument rating, in a specific aircraft category and class.

Multi-Engine Rating

The multi-engine rating is also a necessary step for any professional pilot, and is known to be one of the more enjoyable training programs during professional pilot training. An applicant for a multi-engine rating is usually already a private pilot or commercial pilot. Rarely, a student pilot will choose to obtain a private pilot certificate in a multi-engine aircraft.

There is a misconception that a multi-engine aircraft is “safer” than a single-engine airplane. After all, isn’t redundancy a good thing? In most cases, yes; but some twin-engine aircraft can actually be challenging to control when an engine fails. The multi-engine rating, therefore, focuses a lot of attention on aircraft control, performance, and single-engine operations in addition the usual training topics.

Beyond systems, controllability and performance, a multi-engine rating is pretty simple. While it is more costly to train in a twin-engine aircraft, the training is necessary for a professional pilot, and obviously important for the aircraft owner who wants to gain performance, payload, passenger space and speed.

Here are the steps for obtaining a multi-engine rating:

1. Eligibility

If you already have a private pilot or commercial pilot certificate, there are no additional requirements, other than an instructor endorsement verifying you’ve had the necessary training needed for a multi-engine rating. If you’re applying for a private pilot certificate in a multi-engine aircraft, than normal private pilot applicant requirements apply. For instance, you will need to read, speak, write and understand English, be at least 17 years old (18 for commercial pilots) and have an FAA medical certificate.

2. Knowledge Exam!

There is no FAA written exam for a multi-engine add-on rating; you’ll only need to study the multi-engine knowledge (performance, aerodynamics, single-engine performance, emergency operations, etc.) for your checkride. If you’re a private pilot applicant in a multi-engine aircraft, you’ll have to pass the Private Pilot FAA knowledge exam. The Private Pilot Knowledge Exam is 60 questions and applicants are given two and a half hours to complete it. You need a 70 percent score to pass.

3. Accumulating Flight Hours

For a private pilot to obtain an multi-engine add-on rating under CFR Part 61, you’ll need to be trained on the aircraft’s performance and limitations, aircraft systems, performance maneuvers, single-engine operations, spin awareness, emergency operations and instrument approaches (single engine) if applicable. There are no additional hour requirements on top of the private pilot or commercial pilot certificate, except you must have at least 3 hours in a multi-engine aircraft prior to taking the checkride.

4. Take the Checkride

After you’ve demonstrated proficiency in a multi-engine aircraft, you’ll probably be ready for your checkride. You’ll need to be skilled at flying a twin-engine aircraft with one engine failed, and you’ll practice in many different scenarios: take-off, landing, maneuvering, engine failure during an instrument approach, etc. Since you’ve probably taken checkrides before, you know what to expect: a couple of hours of ground work for the verbal portion of the exam and a flight is all it takes. For the multi-engine checkride, you’ll have to know what to do in many different single-engine scenarios. And don’t forget to have your paperwork in order! Source

Multi Engine Flight Training At Aviator Flight Training Academy
200 hours Multi-Engine
  • 259 Flight Hours
  • Ground School Class Pre& Post Flight Ground
  • Training in a College Campus Atmosphere
  • Single Engine Private Pilot
  • Private Multi-Engine
  • Multi-Engine Instrument
  • Single-Engine Instrument
  • Multi-Engine Commercial
  • Single Engine Commercial
  • Multi-Engine Flight Instructor
  • Instrument Flight Instructor
  • Single Engine Flight Instructor
  • 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

Cost $56,785.00
Subtract -$6,100.00 if you hold a Private Pilot Certificate

Covering The Cost Of Your Private Pilot License

Covering The Cost Of Your Private Pilot LicenseAccording to the FAA, there are 600,000 pilots in the U.S. Airplane Pilot Licenses (or certificates) follow an order and must be obtained in that order. A license grants a permission, whereas a certificate shows that one has fulfilled certain requirements.

Pilot Certificates issued by the FAA have the following characteristics:

  • Student Pilot – local solo training flights without passengers
  • Recreational Pilot – local uncontrolled day flights 1 passenger
  • Private Pilot – flights worldwide with passengers, non-profit
  • Commercial Pilot – paid flying allowed, can be airline copilot
  • Airline Transport Pilot – paid flights, can be airline captain

The Certificate Grade is the hardest one to change. In order to get a new Grade Certificate you need to meet all the training and experience requirements for that certificate. The process is called upgrading and requires you to have to have the certificate with a lower grade. Student Pilots and Recreational Pilots can upgrade to Private Pilot. Only Private Pilots can upgrade to Commercial Pilot. Finally only Commercial Pilots can upgrade to Airline Transport Pilot. You are always required to take a knowledge test and a practical test in order to upgrade.

Private Pilot License
Medical Exam

A physical checkup is your passport to the cockpit. If you fail it, you may not be able to get any kind of pilot certificate. If you choose not to get a medical, you can still get a sport pilot certificate. There are restrictions — you can’t fly at night, you can’t be paid for flying, and you can’t fly above 10,000 feet. An FAA-designated doctor will check your vision and color perception, hearing, and medications to see if anything you take could be disabling. You can find an approved examiner at Prices vary around the country, but expect to spend about $115.

Where To Learn

Airports offer training by flight schools or independent instructors. Besides ensuring you have an instructor who knows his stuff, Philip Greenspun, a certified flight instructor at East Coast Aero Club in Bedford, Mass., recommends talking to mechanics and looking at the aircraft logs, which show dates of aircraft inspections. (They should be inspected after every 100 hours of operation.) “You want to see if the shop is clean, organized, and if the mechanics seem intelligent,” he says.


You can take to the skies at jet or propeller speed. If you dabble in lessons, it could take four months, and since you’ll spend more time reviewing, it may cost more. If you take an immersion course, you could do it in six weeks, says Ed Helmick, owner of Diamond Flight Center. While the FAA requires 40 hours of flying to earn a private pilot certificate (the most commonly issued certificate), most students take about 65 hours.

“My advice is to take it slow and make sure the techniques are burned in your brain,” says Presley.


If you’re going to be stuck at 10,000 feet with an instructor, you need to make sure he’s competent — and that you like him.

“A good instructor can talk you through every maneuver, and if he touches the controls before final approach, he probably isn’t doing a good job of explaining,” says Greenspun. Another tip: Find an instructor with more than 3,000 hours of teaching behind him. “That way, you know he likes to teach,” says Greenspun.

Expect to spend about $3,000 on ground and flight instruction.

The Plane

While today’s cars feature multizone automated climate control and heated seats, today’s single engine planes are more like the luxobarges of the 1970s. While some feature modern dashboards and electronic — rather than mechanical — instrument displays, the comfort level isn’t great. The upside: Training in an older plane can be cheaper. Of course, a new light sport aircraft is more fuel efficient, which could reduce the overall cost. Among popular trainers are the Cessna 172, the Piper Cherokee, and the newer Diamond Katana.

Expect to spend $135 to $155 per hour, or about $9,425 for 65 hours of flying.


Hip hop pilot Sean “Diddy” Combs grounded his plane in 2008 due to the price of gas and then pleaded for free oil from Saudi Arabia in a YouTube video he posted. Now, with oil prices sky high again, taking to the skies will cost you more. Leaded gas (yes, small piston-engine aircrafts still use leaded fuel) runs about $5 per gallon. Total can run about $341 for 65 hours.

Aviation Headsets

To hear and respond to the control tower, you’ll need a headset, which has the added benefit of stopping you from going deaf from the roar of the plane. Schools often lend them to students. If you want to buy one, a high-end headset such as the Sennheiser S1 Digital headset from Sporty’, which offers noise cancellation, runs about $1,100. Or you could opt for the less sophisticated David Clark H10 headset for $290.


There are plenty of aviation books, and the FAA provides a lot of content on its site. Here are some resources pilots have praised:

  • $14: Stick and Rudder: An Explanation of the Art of Flying, by Wolfgang Langewiesche —
  • $25: The Student Pilot’s Flight Manual, by William Kershner —
  • $0: See How It Flies, by John S. Denker —
  • $45: Aircraft Owners & Pilots Association (AOPA) to keep up with flying news and discount programs, among other things.

Once you get your certificate, you may want to buy items to carry with you. Here are a few:

  • $6: Aircraft Fuel Tester —
  • $25: Aviator’s Flying Log Book —
  • $5: Terminal Area Chart —
  • $8: Sectional Chart —
  • $150: Reletex Anti-Nausea Neuromodulating Device — a relief band to help with nausea —
  • $71: Noral Private Pilot Bag — to carry everything —

Planes usually come equipped with emergency kits, and chances are you won’t need the following items if you’re flying near major cities. If you are in remote, rural areas, a few extras could help:

  • $215: Vertex Standard VXA-220 Pro VI Transceiver (backup handheld radio) —
  • $200: Four-person deluxe survival kit —
  • $43: Bear Grylls Survival Series folding sheath knife —
  • $89: Torfino LED red-and-white-light security flashlight —
  • $2: Smart Sense purified water, 2.5 gallons — Kmart
  • $539: iFly 700 moving map GPS for pilots —
Taking the Test

You’ll take your written private pilot test either at your school or at a testing center run by Computer Assisted Testing Service (CATS) or LaserGrade. Expect to answer 60 questions in 2.5 hours. You’ll need a passing score of 70. According to the FAA, 92 percent of test takers passed in 2010. The test costs $150. You must also take the FAA Check Ride, known as the “practical test.” It involves a two hour oral test and about two hours of flying. It’s free if done with an FAA employee.

Final Cost

Costs vary depending on where you learn to fly, how quickly you learn, and the kind of plane you use. Total expense will range from $8,000 to $13,000. Source

The above based calculations are provided for a general review. As a student looking for a solid flight training to get your wings, you must evaluate all facts. Do not base decision on cost alone. Visit the flight school, ask about flight training equipment and its maintenance, talk to flight instructors and attending students. Inquire about financing options the flight school may offer. Flight training is an investment. Make a wise choice.

Why Choose Aviator Flight School For Your Pilot Training
  • Licensed by the State of Florida Commission For Independent Education License #4155
  • Aviator Flight Training Academy is a Division of Aviator College of Aeronautical Science & Technology, which is licensed by the State of Florida Commission for Independent Education and Accredited by the Accrediting Commission of Career Schools and Colleges.
  • 27 Years in the Flight Training Industry
  • To date, Aviator has trained over 5000 pilots for the commercial airline industry
  • Only School Offering 200 Hours of Multi-Engine Time
  • Aviator is the only flight school that has a full 200 hours of multi-engine time included in our program
  • No Flight Training Devices (Simulators)
  • FTDs are not used towards your flight time for any ratings
  • Approved by the Federal Department of Education to offer Title IV Loans
  • Aviator has the ability to offer students federal funding on approved accredited programs
  • Job Placement Assistance with Regional Airlines
  • Aviator offers job placement assistance for our graduates
  • “A” Rating with United States Better Business Bureau
  • Classroom Environment – All classes taught in our educational center, NOT online

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