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Archive for April, 2014

Are You A Helicopter Or Airplane Pilot. Learn About Each Pilot’s Career Path

Are You A Helicopter Or Airplane Pilot. Learn About Each Pilot’s Career PathYou know you have a passion to fly. To begin training to be a pilot, you also need to know what you want to fly and the type of flying you want to do. Federal Aviation Administration’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. You should also think about what type of flying you want to do. In this blog, we will cover flight training and job opportunities for helicopter and airplane pilots.

Flying a helicopter is completely different from flying an airplane, but that doesn’t mean it’s any harder. Airplanes and helicopters have many commonalities and differences.

Key Differences Between Helicopter and Airplane Pilots

The main difference is the obvious one; Airplanes and Helicopters are completely different machines with different flight characteristics, capabilities and missions. Job opportunities and variety of it may be different but flight training to become a helicopter or airplane pilot is the same. It all begins with a flight school where you train for your new career. Both Helicopter and Airplane Pilots undergo similar flight training in order to receive the ratings necessary to launch a career. Upon completion of your flight training, you will be presented with a few options. Airplane Pilots may find themselves doing Arial Towing of Advertising Banners, Crop Dusting or a similar line of work in order to gain the experience necessary to take their career to an Airline. Helicopter Pilots generally follow a career track of first becoming a Certified Flight Instructor teaching students as they continue to hone their skills and build their flight time. Becoming an Instructor is also an option for the Airplane Pilot as well. Either way, you will need to land your first entry level piloting job in order to progress your career.

Which Career Path is For You?
Helicopter Pilot Opinion.

This is where there’s a key difference between Helicopters and Airplanes. As a current Helicopter Instructor Pilot,

I will do my best to not be biased here…difficult as that may be! Once you build your time and get the required 1500 hours as an airplane pilot you will need to get what the FAA calls an Airline Transport Pilot Certificate, known as your ATP. This is a requirement for Airplane Pilots in order to begin working for Air Carrier operators. Once you are there, you can enjoy a lucrative career as an Airline Pilot working for a major Air Carrier hauling passengers or cargo. This can prove to be an excellent career. Now here comes the Helicopter Pilot in me: do you want to fly straight line distances at 30,000 feet on autopilot, or do you want to FLY in a dynamic environment? You have to ask yourself what type of flying you actually want to be doing.

Pilot Training

The first step in Airplane Flight Training is to get a Private Pilot License (PPL), followed by a Commercial Pilot License (CPL). Pilots with PPL in hand can enjoy flying but cannot get paid to transport. CPL license allows you to get paid for transporting passengers.

Learning to fly is a matter of acquiring aeronautical knowledge, flight proficiency, and experience. Think of the process of earning a recreational or private pilot certificate as a series of steps. Some steps, such as aeronautical knowledge, can be integrated throughout your training process. Others, like solo training, come when your instructor has provided the required training and he or she decides that you are ready. The process can be broken down into the following subjects:

Aeronautical Knowledge and FAA Knowledge Test
  • Pre-solo training
  • Solo training
  • Cross-county training (for private pilots)
  • Solo cross-county training (for private pilots)
  • Practical Test preparation
  • Practical Test

Every hour you earn adds to airline flight training. Some aviation careers pay a lot better than others, and each promise different lifestyles. Think about where you would like to be in 20 years. This will help you with your decisions now and in the future.

To land a job as a pilot you need to ake any job you can get in an aviation company, even if it does not involve flying at first. Stay positive, work hard and work on your skills to show it off. In aviation, networking is paramount, and people help people they know, like and trust.

Airline flight training never ends, even once in the airline there will always be another aircraft to convert to, requiring weeks of training.

As a Commercial Pilot you may work for an Airline, or a Charter Company, and the company’s consideration is made based on whether you have an Instrument and Twin Engine rating, preferably turbine or jet time as well. If you want to progress up the ranks, you will have to get your Airline Transport Pilots License. Although “Airline Pilot” is the most thought of job associated with the word “pilot” it is not the only one in aviation field.

Helicopter Job Opportunities

There are some truly exciting jobs open to helicopter pilots. In the civilian area, there are opportunities with law enforcement, TV and radio news, traffic reporting, hospital patient transport, aerial photo, agricultural spraying, offshore oil work, heavy-lift, sightseeing, fire fighting, fish-spotting, pilot flight training, and corporate transportation — just to name a few.

State and Federal governmental agencies also employ helicopter pilots for conservation, forestry, survey, research, search and rescue, etc. U.S. agencies like Customs, the Border Patrol, the DEA (Drug Enforcement Administration), the FBI, and others hire (and sometimes train) professional helicopter pilots.

In the military area, all branches of the Armed Forces train helicopter pilots for a wide variety of jobs. The Army, Navy, Marines, Air Force, and Coast Guard all use helicopters in their day-to-day missions not only for combat and troop transport, but for search-and-rescue, anti-submarine patrols, and moving troops and material. Source

Possible Career Paths for the Experienced Helicopter Pilot
  • EMS Pilot
  • Pipeline Patrol Pilot
  • Offshore Oil Rig Pilot
  • Air Tour Pilot
  • Charter Pilot
  • Logging Pilot
  • Bush Pilot
  • Border Patrol
  • Local, State or Federal Law Enforcement
  • Professional Instructor Pilot

Source

Airline Pilot Jobs and Opportunities

Pilots who earn a living at the “majors,” such as United, American, Delta, and Federal Express, fly large jet equipment such as Boeing’s 737, 757, and 777. The average salary for a major airline pilot is in the $100,000 range, with senior captains flying mega-size airplanes (i.e., Boeing 747/400) earning up to $200,000 annually. For flying professionals associated with the “regionals,” smaller turboprop airplanes are the norm. Entry-level salary for a commuter pilot is invariably in the $20,000 to $25,000 range; a captain on a new regional jet can earn $70,000 to $110,000 annually with seniority.

Major airlines, the companies that are most highly desired and attract the most competitive candidates, will require in the neighborhood of 1,500 to 3,000 flight time hours and about 300 to 500 hours of multiengine time for application acceptance. Additionally, a four-year college degree is virtually a must because more than 80 percent of pilots interviewed had at least a four-year degree.

Most regional airlines require about 1,500 total hours, including 500 hours in multiengine airplanes. However, a few companies have been known to hire applicants with only 1,000 hours of total flight time and 100 hours of multiengine experience. Although a college degree is helpful, it is not a requirement.

Licenses Needed for Pilot Careers

Airline Pilot (CPL okay, but will need ATLP eventually)
Corporate Pilot (CPL okay, ATLP recommended)
Fire Spotter Pilot (VFR CPL)
Survey Pilot (VFR CPL)
Charter Pilot (CPL to ATPL)
Flight Instructor (CPL, ATPL for DE qualification required)
Medical evacuation Pilot (IF CPL minimum)
Fire Bomber Pilot (VFR CPL)
Crop Sprayer/Agricultural Pilot (VFR CPL)
Crop Sprayer / Agricultural Pilot (VFR CPL)
Contract Pilot (IF CPL minimum)
Aerobatic Display Pilot (VFR PPL / CPL)
Bush Pilot (VFR CPL)
Police Pilot (VFR CPL minimum)
Nature Conservation Pilot (VFR PPL / CPL)
Airforce Pilot.(Military qualification, in-house)

Pilot School Locator
Aviator Flight School Pro Pilot Program

The programs at Aviator Flight School are designed to provide what the airline industry demands of future commercial pilots. The training you will receive at Aviator is one of the most intensive and challenging programs offered in aviation flight training today.

During your flight training you will fly a total of 259 hours, of which up to 200 hours will be in a multi-engine aircraft. The ground school portion is in a structured classroom environment. As the shortage of pilots continues to grow, Aviator College is consistently meeting with major air carriers to determine the flight training and education that they require.
You will receive a minimum of 643 instructional hours for the Professional Pilot Program.The instructional hours includes all ground and flight training. 6 months of housing is included in the price of the program. If you come with a Private Pilot License 5 months will be included in the price of the Program.

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Flight Training Environment in US Pilot Schools

Flight Training Environment in US Pilot SchoolsThere are about 3,400 pilot schools operating in the United States. The most basic difference among the types of schools is the flight training environment provided to the students. For the reporting purposes of our study, we divided them into three categories:

  1. non-collegiate flight instructor-based schools
  2. non-collegiate vocational pilot schools,
  3. collegiate aviation schools.
Non-Collegiate Flight Instructor-Based School (Part 61).

Pilot training conducted under Part 61 regulations is often provided by an individual, for-hire flight instructor who can operate independently as a single-instructor school at a local airport with a single aircraft on which to train students. Other flight instructor-based schools operate as a more traditional training school with a small, physical facility located at a particular airport. These schools are the most common type. The majority of students that complete training in non-collegiate, flight instructor-based schools are generally interested in recreational flying, although most commercial pilots in the United States also undertake this type of training as the initial path toward becoming an airline pilot. Flight instructor-based schools offer flexible training environments to meet specific students’ needs as long as they pass the final tests. These schools are not subject to direct FAA oversight beyond the initial certification and subsequent renewal of the flight instructor’s certificate. However, flight instructors may be inspected by FAA when a triggering event occurs regarding the training being provided, such as being involved in an aircraft accident.

Non-Collegiate Vocational Pilot Schools (Part 141)

Vocational schools elect to apply for an operating certificate from FAA to provide pilot training under Part 141 regulations. Part 141 regulations require these schools to meet prescribed standards with respect to training equipment, facilities, student records, personnel, and curriculums. Vocational schools must have structured and formalized programs and have their detailed training course outlines or curriculums approved by FAA. Curriculums can vary in content, but FAA provides fundamental core training guidelines that must be followed within the curriculum for the school to receive a certificate. These schools do not allow the flexibility of flight instructor-based schools as the training sequence outlined in the curriculum cannot be altered. FAA requires annual inspections of these schools, unlike flight instructor-based schools.

Collegiate aviation schools (Part 61 or Part 141).

Pilot training is also provided through 2-and 4-year colleges and universities, which typically offer an undergraduate aviation-based degree along with the pilot certificates and ratings necessary to become a commercial pilot.
In general, most of the collegiate aviation schools provide pilot training under a Part 141 certificate, although they can provide training under Part 61. Collegiate schools that provide training under Part 61 regulations generally offer similar structured, curriculum- based training as collegiate schools with a Part 141 certificate. Source

Choosing a Pilot School

While most of the research is done on the internet, the decision to choose a flight school cannot be made based on the information you see on the website or the literature you download or request by mail. It is highly recommended to visit the flight school you are considering so you can interview flight instructors, attending students and inquire about the flight training programs in detail.

When you schedule a visit with flight school, your first contact will likely be an admissions officer or the chief flight instructor. Listen closely and ask questions about everything. If you don’t understand something, ask! During your tour, ensure that no area is left unvisited, from administrative offices to the maintenance area.

Interview the flight school’s chief flight instructor or his or her assistant. Some questions to ask:

  1. Are progressive flight checks given? (These checks evaluate your progress during the pilot training program.)
  2. What’s the instructor-to-student ratio? (Generally speaking, an instructor can adequately educate four of five full-time students, or 10 or more part-timers, depending on their schedules.)
  3. Who schedules flying lessons, and how is it done?
  4. What are the insurance requirements of the school, and how do its liability and collision policies work? Will you be responsible for a deductible, and how much is that deductible in the event of a loss? What is your coverage as a student pilot?
  5. Who keeps your records? (This is important because poor documentation can cause you to repeat training.)
  6. What happens when weather or maintenance problems cancel a flying lesson? Who’s responsible for rescheduling lessons and reporting maintenance problems? Source

After the official tour, try to talk to other students in flight training. Ask them to rate the training’s quality and explain what problems they’ve had, if any, and how they were dealt with.

Other important flight training information resources can be the local FAA flight standards district office, the Better Business Bureau, and the Chamber of Commerce. They may offer important insights on such topics as a school’s safety record and business practices. Don’t forget such applicable sources as the Aircraft Owners and Pilots Association, National Air Transportation Association, Accrediting Commission of Career Schools and Colleges of Technology, if so accredited, and the Immigration and Naturalization Service, if you are an international student.

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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FAA Certified Pilot Training Provider

FAA Certified Pilot Training ProviderTo be successful in any career, solid education is a must. To take advantage of aviation’s rewards, you must make sure you get the good, solid information and aviation training that you’ll need to be a safe, confident pilot in the air. One of the most important steps in that process is finding the right flight school.

Choose A Pilot School According To Your Needs

Before you begin a flight school /home/about-us/flight-school.aspx search, outline your goals. What aspects of generation aviation attract you? Do you want to fly for a living or just have a hobby you can support? Why do you want to learn to fly? What is your ultimate, long-term aviation goal? Will your flying be local, or do you want to use general aviation aircraft to travel? You must make your own decision on where to obtain flight training. Once you have decided on a general location, you might want to make a checklist of things to look for in a training provider. By talking to pilots and reading articles in flight magazines, you can make your checklist and evaluate different options. Your choice of a provider might depend on whether you are planning on obtaining a recreational or private certificate or whether you intend to pursue a career as a professional pilot. Another consideration is whether you will train part-time or full-time.

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. Source

*FAA-approved pilot schools are certificated in accordance with Title 14, Code of Federal Regulations part 141 .

To find a flight school with FAA certification, visit FAA link.

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.

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.

Another difference between training provided by FAA-approved pilot schools and other providers is that fewer flight hours are required to be eligible for a pilot certificate when the training is received through an approved school. The flight hour requirement for a private pilot certificate is normally 40 hours, but may be reduced to 35 hours when training with an approved school. However, since most people require 60 to 75 hours of training, this difference may be insignificant. Source

Advantages and Disadvantages of Flight Training Regulations

Making your decision about which flight school to attend requires you to evaluate and understand FAA requirements. When a flight school talks about training under Part 61 or being a Part 141 approved school /FlightSchool, it is talking about the federal regulations under which it has the authority to train pilots. Both sets of regulations define minimum requirements for pilot training and certification.

The table below describes some of the potential advantages and disadvantages for the training regulations. It may be noted that some criteria can be both, depending on the student’s training goals.
FAA certified flight school

Aviator Flight School Accreditation and Licensing

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.
Aviator College offers 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).

  • FAA Certified. All flight training courses at Aviator College of Aeronautical Science & Technology are certified by the FAA Certificate # BEJS028K.
  • State of Florida Licensed. Aviator College of Aeronautical Science & Technology is licensed by the State of Florida to offer a degree program, license #4155.
  • Accreditation. Aviator College is accredited by the Accrediting Commission of Career Schools, and Colleges (ACCSC).
  • Title IV Approved. The Federal Department of Education has approved Aviator College to administer Title IV funds in the form of FFEL Loans, Direct Loans, PELL Grants and more.
  • BBB A Rating. Aviator College has earned an “A” rating” with the United States Better Business Bureau

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Online Enrollment

Pilot Certificates, Ratings and Endorsements

Pilot Certificates, Ratings and EndorsementsBasic pilot certificates are:

  • Student
  • Sport
  • Recreational
  • Private
  • Commercial
  • Airline Transport Pilot

Examples of other certificates include:

Pilot certificates have associated ratings. All certificates except the student pilot certificate have at least one aircraft category/class rating (e.g., Private Pilot with ASEL rating). A type rating is required for any aircraft over 12,500 lbs MGTOW and/or with a turbojet powerplant. There are also ratings for operating privileges (e.g., instrument rating).
An endorsement attests to the completion of ground and/or flight training required for airman certification testing, or for specific operating privileges. The endorsements required by 14 CFR Part 61 fall into several broad categories:
Student Pilots: Because a student pilot certificate has no aircraft category and class ratings, operating privileges and limitations for solo are conveyed exclusively through instructor endorsements. Endorsements in this category are usually limited not just to category and class, but also to a specific make and model.

Testing for Certificate or Rating: To take a practical test for a pilot certificate or rating, the applicant must have endorsements attesting to aeronautical knowledge and flight proficiency (including aeronautical experience and practical test preparation required in 14 CFR 61.31(a)(6). The flight instructor applicant endorsements for completing the fundamentals of instruction and spin training also fall into this category.

Recurrent Training: To maintain the operating privileges conferred by a pilot certificate or instrument rating, the pilot must have the appropriate endorsement for satisfactory completion of required recurrent training (e.g., flight review or, if needed, instrument proficiency check).

Aircraft Characteristics: The requirement for a type rating is limited to large (greater than 12,500 lbs MGTOW) and turbojet-powered aircraft. However, certain small and piston-powered aircraft have characteristics that require additional training for safe operation. For example, 14 CFR 61.69 specifies training and experience required for towing a glider. Specific aircraft training requirements are outlined in 14 CFR 61.31, and instructor endorsements that attest to the satisfactory completion of this training are the mechanism used to confer the necessary operating privilege.

Endorsements related to aircraft characteristics include those for complex, high performance, high altitude, tailwheel, and glider ground operations. In addition, 14 CFR 61.31(h) provides for “additional aircraft type-specific training” in those cases where the Administrator has determined that such training is required. Source

Pilot Certificates issued by the FAA have the following characteristics:

  • Grade – determines the kinds of flying a pilot can do
  • 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
Ratings

Rating refers to what aircraft a pilot can fly and how – VFR or IFR
Category – Airplane, Glider, Rotorcraft, Lighter Than Air…
Class – example: Airplane Single or Multi-Engine Land/Sea
Type – needed for each turbojet or heavier than 12,500 lbs
Instrument- separate for each Class and Type Rating

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 ATP (Air Transport Pilot). You are always required to take a knowledge test and a practical test in order to upgrade. Source

Adding Ratings within the same aircraft category is significantly easier. Except for the initial instrument rating, there are no knowledge tests or extra aeronautical experience requirements. An instructor endorsement and a practical test is all it takes, and yes – there is some textbook study for the practical test.

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

Instrument Rating (IR)

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

Multi-Engine Rating

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

Night Rating

A Night Rating allows the pilot to operate an Aircraft at night and is an excellent way of building hours in a meaningful way. The Private Pilots License syllabus does not include any requirement for night training for the issue of the license. However, should the private pilot wish to fly as PIC at night with or without passengers then the night rating must be obtained.

Pre Entry Requirements:
Night is defined as ’15 minutes after sunset until 15 minutes before sunrise’. To be able to commence training for the night rating, the applicant must be able to produce evidence of having completed a total of 50 hours as Pilot of airplanes and have at least 20 hours as Pilot-in-Command of which 10 hours must have been gained since making an application for the issue of a PPL(A).

Training Required:
The night rating requirements are that a person must complete 10 hours of basic Instrument instruction, 5 of which can be in a Registered Instrument Trainer. After this the Night rating test and the Night cross country is completed.

Building Night Flying Time

At least 3 hours dual instruction including at least one hour of night navigation, 5 Take offs and landings as PIC, and in at least one instance take off and landing should be separate by a complete departure from, and rejoining of, the aerodrome traffic pattern.

Instructor Rating

An Instructors rating allows the holder of the rating to give Flight Instruction to student pilots. It is an excellent way to build hours, but should not be taken lightly, or undertaken simply as a “means to an end”. Every good pilot is not necessarily a good teacher/instructor. In short, don’t do it just to build up hours – you should only become an instructor if teaching is your passion.

Flying is like any other work activity; in the sense that the better qualified you are the better your chances of finding work. An instructor’s rating will give you the edge over a pilot who does not have the rating, providing you with one more avenue that you can use to gain hours and experience. It also adds experience and value to your CV and career in aviation. The instructor’s rating consists of two basic elements:

  • Theory and examinations
  • Practical flying
Get Your Pilot Ratings With Aviator Flight Training Academy

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.

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

Multi, Instrument, & Commercial
  • 150 Hours of Multi-Engine
  • Cross Country flying coast-to-coast
  • Price includes flight instruction and all ground instruction
  • Course time is eight weeks or less

Writtens and Checkrides are extra
NO FTDs (Simulators) are used towards flight time
To enroll you must hold your PPL and 100 hours total time
Eight weeks of housing included (one person per bedroom)
$ 29,995.00
Financing Available for those who qualify

Multi_Engine Rating
  • 10 Hours Multi-Engine
  • Pre & Post Flight, Ground Instruction
  • NO FTDs (Simulators) are used towards flight time

$ 3,100.00
Financing Available for those who qualify

Multi-Engine Instructor Rating

5 Hours Multi-Engine
Pre & Post Flight, Ground Instruction
NO FTDs (Simulators) are used towards flight time
$ 1,995.00
Financing Available for those who qualify

ATP Multi-Engine Rating

10 Hours Multi-Engine
Pre & Post Flight, Ground Instruction
NO FTDs (Simulators) are used towards flight time
$ 3,100.00
Financing Available for those who qualify

Instructor Ratings

Flight Instructor
Flight Instructor Instrument

Multi-Engine Instructor
NO FTDs (Simulators) are used towards flight time
$ 7,000.00
Financing Available for those who qualify

Multi-Engine & Initial Instrument Rating

50 Hours Multi-Engine
NO FTDs (Simulators) are used towards flight time
$ 15,500.00
Financing Available for those who qualify

Writtens and Checkrides are extra
No Simulators are used for flight time

CONTACT AVIATOR

Pilots Must Understand And Evaluate Bad Weather Conditions And Night Flying

Pilots Must Understand And Evaluate Bad Weather Conditions And Night FlyingMany pilots have had the experience of hearing about a weather-related accident and thinking themselves immune from a similar experience. Interviews with pilots who narrowly escaped aviation weather accidents indicate that many of the unfortunate pilots thought the same thing — that is, until they found themselves in weather conditions they did not expect and could not safely handle.

Given the broad availability of weather information, why do general aviation (GA) pilots continue to find themselves surprised and trapped by adverse weather conditions? Ironically, the very abundance of weather information might be part of the answer: with many weather providers and weather products, it can be very difficult for pilots to screen out non-essential data, focus on key facts, and then correctly evaluate the risk resulting from a given set of circumstances.
With improper equipment, ineptitude on the part of the pilot or bad weather, night flying can certainly be dangerous. However, with precautionary planning and with an understanding of night vision shortcomings, night flying can be one of the most pleasant experiences connected with aviation.

About one-tenth of all general aviation accidents occur at night, while fewer than 10 percent of the flying is done after dark. Presuming that night flying is more dangerous than day flying on the basis of statistics is a fallacy. The airplane does not discriminate between light and dark.

Conditions of night flight are different from daytime flying and it is the pilot’s knowledge, or lack of it, combined with a lack of visual clues that present an extra challenge.

A pilot may be subjected to times when the destination airplane lies beyond the rays of the setting sun. Perhaps an engagement becomes a compelling reason to venture out into the black of night.
Flying at night in the mountains is a matter of determining the weather condition to arrive at a personal go/no-go decision. For those who decide to fly at night, an understanding of night vision differences and adjusting the flight operation accordingly, will increase the margin of safety.

Perceive –Process –Perform Risk Management Framework

Perceive: weather hazards that could adversely affect your flight.
Process: this information to determine whether the hazards create risk, which is the potential impact of a hazard that is not controlled or eliminated.
Perform: by acting to eliminate the hazard or mitigate the risk

For many GA (general aviation) pilots, the FAA Flight Service Station (FSS) remains the single most widely used source of comprehensive weather information.

The specific weather information pack aged into a standard briefing includes a weather synopsis, sky conditions (clouds), and visibility and weather conditions at the departure, en route, and destination points. Also included are adverse conditions, altimeter settings, cloud tops, dew point, icing conditions, surface winds, winds aloft, temperature, thunderstorm activity, precipitation, precipitation intensity, visibility obscuration, pilot reports (PIREPs), AIRMETs, SIGMETs, Convective SIGMETS, and Notices to Airmen (NOTAMs), including any temporary flight restrictions (TFRs).

A few guidelines for getting weather data from FSS:
  • DO: be sure to get the right FSS. When you dial the standard number, 1-800-WX-BRIEF from a cell phone, this number will connect you to the FSS associated with your cell phone’s area code – not necessarily to the FSS nearest to your present position. If you are using a cell phone outside your normal calling area, check the Airport/Facility Directory to find the specific telephone number for the FSS you need to reach.
  • DO: know what you need, so you can request the right briefing “package” (outlook, standard, or abbreviated).
  • DO: use the standard flight plan form to provide the background the briefer needs to obtain the right information for you. Review the form before you call, and develop an estimate for items such as altitude, route, and estimated time en route so you can be sure of getting what you need to know.
  • DO: be honest – with yourself and with the briefer – about any limitations in pilot skill or aircraft capability.
  • DO: let the FSS specialist know if you are new to the area or unfamiliar with the typical weather patterns, including seasonal characteristics. If you are unfamiliar with the area, have a VFR or IFR navigation chart available while you listen to help sharpen your mental picture of where the weather hazards may be in relation to your departure airport, proposed route of flight and destination.
  • Do: Ask questions, be assertive. Smart pilot ask questions to resolve ambiguities about weather.
The three basic elements of weather are:
  1. Temperature: (warm or cold);
  2. Wind: (a vector with speed and direction); and
  3. Moisture: (or humidity).

Temperature differences (e.g., uneven heating) support the development of low pressure systems, which can affect wide areas. Surface low pressure systems usually have fronts associated with them, with a “front” being the zone between two air masses that contain different combinations of the three basic elements (temperature, wind, and moisture).

What can weather do to you? Temperature, wind, and moisture combine to varying degrees to create conditions that affect pilots. The range of possible combinations is nearly infinite, but weather really affects pilots in just three ways. Specifically, the three basic weather elements can:

  • Reduce visibility
  • Create turbulence
  • Reduce aircraft performance
How do you evaluate weather data?

One approach to practical weather analysis is to review weather data in terms of how current and forecast conditions will affect visibility, turbulence, and aircraft performance for your specific flight.

Perform – Making a Weather Plan

The third step in practical preflight weather planning is to perform an honest evaluation of whether your skill and/or aircraft capability are up to the challenge posed by this particular set of weather conditions. It is very important to consider whether the combined “pilot-aircraft team” is sufficient. For example, you may be a very experienced, proficient, and current pilot, but your weather flying ability is still limited if you are flying a 1980s-model aircraft with no weather avoidance gear. On the other hand, you may have a new technically advanced aircraft with moving map GPS, weather datalink, and autopilot – but if you do not have much weather flying experience, you must not count on the airplane’s capability to fully compensate for your own lack of experience. You must also ensure that you are fully proficient in the use of onboard equipment, and that it is functioning properly.

One way to “self-check” your decision (regardless of your experience) is to ask yourself if the flight has any chance of appearing in the next day’s newspaper. If the result of the evaluation process leaves you in any doubt, then you need to develop safe alternatives. Think of the preflight weather plan as a strategic, “big picture” exercise. The goal is to ensure that you have identified all the weather-related hazards for this particular flight, and planned for ways to eliminate or mitigate each one. To this end, there are several items you should include in the weather flying plan:

Escape Options: Know where you can find good weather within your aircraft’s range and endurance capability. Where is it? Which direction do you turn to get there? How long will it take to get there? When the weather is IMC (ceiling 1,000 or less and visibility 3 nm or less), identify an acceptable alternative airport for each 25-30 nm segment of your route.
Reserve Fuel: Knowing where to find VFR weather does you no good unless you have enough fuel to reach it. Flight planning for only a legal fuel reserve could significantly limit your options if the weather deteriorates. More fuel means access to more alternatives. Having plenty of fuel also spares you the worry (and distraction) of fearing fuel exhaustion when weather has already increased your cockpit workload.
Terrain Avoidance: Know how low you can go without encountering terrain and/or obstacles. Consider a terrain avoidance plan for any flight that involves:

  • Weather at or below MVFR (ceiling 1,000 to 3,000; visibility 3 to 5 miles)
  • A temperature/dew point spread of 4° C. or less;
  • Any expected precipitation; or
  • Operating at night.

Know the minimum safe altitude for each segment of your flight. All VFR sectional charts include a maximum elevation figure (MEF) in each quadrangle. The MEF is determined by locating the highest obstacle (natural or man-made) in each quadrangle, and rounding up by 100 to 300 feet. Source

NIGHT VISION

Even a competent attitude-instrument pilot will need to use his outside vision during a night flight, if only in the transition during takeoff and landing.
What you see, or don’t see, in the dark is dependent on the state of dark adaptation of your eyes.

If you enter a dark area, your vision improves slowly. After six to seven minutes the eyes are 100 times more sensitive than when you entered the dark. Full adaptation takes 30 minutes, at which time the rods of the eye are 100,000 time more sensitive. This is due to the buildup of a photosensitive chemical called visual purple, the key to night vision. Visual purple is dependent on vitamin A (carrots, eggs, milk, cheese and most vegetables). Vitamin A cannot be stored by the body; it is necessary to eat well-balanced meals before night flying.

Although it takes 30 minutes for dark adaptation to occur, it can be lost in a second or two of exposure to bright light. Minimize the use of white light in the cockpit and keep it as dim as possible.

Dark adaptation is an independent process in each eye. If you are exposed t light, close one eye to preserve half your dark adaptation.

SCANNING TECHNIQUES

The cones of the eye, used for day vision, provide peripheral vision. Night vision uses rods. This creates a blind spot in the center of the eye at night. If you detect something with peripheral vision, the natural tendency is to turn and look directly at it. Night vision is impossible at the center of the eye, so a technique called “off-center scanning” must be developed. Look six to 12 degrees away from the object you wish to see.

AUTOKINESIS

A visual illusion may occur at night if you stare at one light for a long period of time. Involuntary muscle twitches cause the light to be displayed on a different portion of the eye, creating false motion, where the light appears to move. Avoid autokinesis by the off-center scanning technique.

NIGHT TAKEOFF AND DEPARTURE

Before departing from a mountain airport at night, firmly fix in your mind the nature of the terrain and obstructions adjacent to the airport. Pilots have no intention of making an emergency landing shortly after takeoff, especially at night, but it does not hurt to survey the terrain during daylight conditions to form a plan of action.

With the interior lights adjusted to the minimum brightness that affords instrument readability, initiate a normal takeoff.
Acceleration error in the attitude indicator will cause an indication of a higher nose attitude than during a regular climb. As a consequence, some pilots have lowered the nose to the normal attitude and have flown into the ground.
The moment the airplane leaves the ground on a dark night, it is enveloped in black. Outside visual reference becomes impossible. Maintain a positive rate of climb based on the airspeed indication, regardless of the attitude indicator display.

CLIMB OUT

If you become disoriented during the climb out, terrain clearance becomes a big concern. Fly toward the rotating beacon. At airstrips without lighting, fly toward any light on the ground.

TERRAIN CLEARANCE

Proper preflight planning includes studying charts and developing a plan of action. Still, at some time during a night flight, you are going to experience a moment of fear arising from your concern about terrain clearance.
If there are any light around, use them. Fly directly toward the light. As you approach this light, select another light. If the light flickers or disappears, there is something between you and the light. Immediately choose another light to fly toward.
If there is only one usable light in the area, a shuttle climb in a holding pattern may be the most prudent course of action.

To perform a shuttle climb, make a 90-degree turn (direction depends on obstructions) and immediately turn the opposite direction for 270 degrees. This is the same as a 180-degree turn, but keeps the airplane confined to a small geographical area.
Before passing beyond the ground light, perform a 180-degree turn back to the ground light. Continue this maneuvering while climbing to a safe en route altitude before proceeding on course.

WEATHER

It is difficult to see and avoid weather at night. The first indication of a cloud may be a glow emanating from the navigation lights, or a brilliant flash of the strobes being diffused throughout a cloud.

VFR pilots should do an immediate 180-degree turn.
Restricted visibility conditions become apparent with the gradual disappearance of lights on the ground or when they become fuzzy and flow.
Remember, the horizontal visibility through a restriction such as fog, haze or smoke is must less than when looking down through it from above.
Pilots get into trouble trying to land at an airport with fog because they fly over and can see the runway, but when on final approach they can’t see anything.

APPROACH FOR LANDING

Distances at night are deceptive, due to lack of illumination and inability of the pilot to judge them by the usual method of comparing the size of different objects. At night, fly towards an airport light and make a standard pattern, rather than attempting a straight-in approach. The perception of distance can be dealt with by flying the downwind leg until the touchdown point is half-way between the wing tip and tail. They turn onto the base leg.
The only way to approach a runway in the mountains at night, with complete safety, is to incorporate the “spot method for landing” technique. The flare and landing is accomplished in the same manner as during the day. There may be a tendency to look too far down the runway, causing the flare to be too high.

NIGHT FLYING TIPS
  • Always carry a workable flashlight (You can recognize the pilot who has flown at night without a flashlight. He’s the one that has two or more flashlights in his bag).
  • Close one eye when exposed to bright light.
  • Force the eyes to view off-center.
  • Blink the eyes if they become blurred.
  • Do not attempt violent or abrupt maneuvers at night.
  • Watch for the disappearance of ground lights or an area of glow around the navigation lights. This indicates enteringinstrument conditions.
  • Remember the deceptiveness of altitude and speed at night.
  • A normal approach looks steeper at night, creating an illusion of overshooting.
  • Distance judgment at night is less accurate than by day. A simple visual assessment can lead to a premature descent. source Night Flying
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Passing Your 1st Checkride in Flight School

Passing Your 1st Checkride in Flight SchoolIf you did your research right and chose a solid flight school with FAA approved flight training curriculum and expert flight instructors you are on the right track to getting your pilot license.

The Purpose of Mock Checkrides

You’ve been studying and training hard to acquire the knowledge and skills needed to reach your goal of becoming a private pilot, and your flight instructor just announced it’s time to schedule a mock checkride. Congratulations! This means you are approaching the finish line of your initial training. And by scheduling you for a mock checkride, your CFI is accomplishing two important things: validating his or her opinion that you are fully prepared for the checkride, while providing you with a realistic dress rehearsal in preparation for the official checkride /home/flight-training-programs/individual-flight-training-courses.aspx with a designated pilot examiner (DPE).

Some CFIs conduct mock checkrides with their students in order to get a first-hand glimpse of a student’s performance under a quasi-checkride atmosphere. This can be effective for both student and CFI if the CFI truly maintains a DPE-like role throughout the experience. However, it is often difficult to produce and maintain a realistic checkride environment once a student/CFI relationship becomes as comfortable and familiar as they typically do. But more important, an overly relaxed environment eliminates the benefit of having to perform for a different person—possibly for the first time—all of the checkride’s required tasks.

For a mock checkride to be really effective it must include an entire checkride experience as much as possible—not just a mock flight test. It is unfortunate that some CFIs will conduct a mock checkride that concentrates mainly on the flight maneuvers, spending little time on the oral portion of the exam. And on checkride day, before the practical test can even begin, the DPE’s first obligation is to confirm that the applicant is qualified for the checkride; all too often, that answer is no! So the person conducting the mock checkride should begin by reviewing the pilot’s logbook—including ground and flight training records, student pilot certificate, and any required endorsements—to confirm that all prerequisites for the checkride have been accomplished and properly recorded.

Next, the student should be prepared to confidently present and discuss all required aircraft documents, maintenance logs, and records, demonstrating the proposed aircraft is ready for a safe and legal flight. Students who arrive on checkride day confused about this detail demonstrate an unfortunate lack of attention to this important task.
Since DPEs present scenario-based questioning throughout a practical test, the most effective and helpful mock oral exams will provide the student with a wide variety of scenarios in each area of operation. Doing this more accurately tests the depth of the student’s knowledge, and demonstrates the more realistic testing environment the DPE will create. While a student might be able to quickly and accurately respond to rote questions about airspace rules, for example, a solid understanding of how various airspace and VFR minimums apply to each other (correlation) is quickly assessed by asking a few scenario-style questions. DPEs are well practiced at determining the level of correlative learning through scenario-based questions, so effective mock checkrides should, too.

As for the flight portion, be sure to cover all of the required tasks that will be expected during the real checkride—not just the areas you believe will be the toughest. All too often, an applicant who received an abbreviated mock checkride does fine on everything except the one or two areas that had been overlooked.  Source

Having a mock checkride allows you to discover whether you performed the minimum prescribed PTS tolerances. If you did not, the price of the mock checkride will be worth every penny because it will allow you to work on your performance, correct mistakes and improve your chances of passing the check ride.

Checkride Preparation With Practical Test Standards (PTS)

By the end of your pilot training you’re faced with a check ride. Now its performance time to evaluate what you have learned pertaining to the rating you’re attempting to achieve. You are expected to perform precision maneuvers under the watchful eye of an experienced pilot examiner. The only way you will pass is by studying the material and practicing the maneuvers.

While there is a little room for error, some components are absolutely essential to get right both in the oral portion of the exam and during the flight test. And you can maximize your chances of acing your check ride by carefully studying the Practical Test Standards (PTS), published for each FAA rating.

The PTS is the FAA examiner’s bible. He or she must comply with the rules within the book and cannot test anything that is not included in the publication. There are several sections of particular importance. The first is called “Special Emphasis Area” and it highlights several safety related components that you need to be aware of. For example, one component is collision avoidance. If the examiner notices that you are not scanning for traffic during your checkride, he or she could technically give you the dreaded pink slip.

Other sections to pay extra attention to are the ones titled “Satisfactory Performance” and “Unsatisfactory Performance.” They tell you very clearly what you should and shouldn’t do if you want to pass your test. The PTS also states that you are expected to use a checklist and that it is the examiner’s job to attempt to distract you during the exam to test your ability to divide your attention while maintaining control of the airplane.

If you are applying for an additional rating, there is a table in the PTS that shows which sections of the PTS will be tested. There is also a handy checklist of equipment and documents that you need to bring to the exam. And it doesn’t hurt to go over the examiner’s checklist, too.

By reading the PTS cover to cover, you can make sure that there won’t be any surprises during the checkride. You can download the Practical Test Standards for all ratings on the FAA website, but if you prefer to get the information in print there are several publishers, including ASA and Jeppesen. Source

Top Reasons For Not Passing Your Checkrides
  1. Weather. The most common weakness during the oral exam is an inability to effectively interpret aviation weather charts, reports, and forecasts.
  2. Airspace. Many unsuccessful applicants arrive on checkride day with only a vague, rote level of knowledge regarding the various airspace details.
  3. Emergency landing. The many variables that make each engine-failure scenario unique also make the task of demonstrated emergency approach and landing especially challenging to master. Successful applicants consider several variables—nature of the emergency; altitude available; potential landing sites; and wind and surface conditions—while taking positive and timely corrective actions necessary to maximize the safety of the flight, never placing the flight in any undue, additional risk.
  4. Landings. Much has been said and written about the various landing maneuvers required for the private pilot checkride: normal, crosswind, soft-field, short-field, forward slip, and go-around. But the most important advice is proper practice, and lots of it! Proper means practice it correctly—not sloppily—so you won’t be learning bad habits from the start.
  5. Stalls. Next in line are the dreaded power-on and power-off stalls and spin awareness. While spin demonstrations are not called for on the checkride, most applicants are not only aware of spins, they are terrified of them. Knowing spins are the result of poorly coordinated stalls and stall-recovery attempts, students are often loath to practice stalls.
  6. Navigation. The last problem area on our hit list is, ironically, the first task typically demonstrated after departing the traffic pattern: cross-country navigation using pilotage skills. The biggest problem with this task often comes as a result of selecting inappropriate visual checkpoints along the planned route of flight. Source
Florida Flight School and Flight Training Programs

For more than 31 years Aviator has been the leader in multi-engine flight training. We have provided over 5000 professional pilots to the airline industry, both nationally and worldwide, through our Professional Pilot Flight Training Programs. Our FAA-certified Part 141 approved flight programs provide students with the skills and experience demanded by today’s commercial aviation industry. Aviator is accredited by the ACCSC (Accrediting Commission of Career Schools and Colleges).

Our Professional Pilot Program is set in a flight training, structured environment to ensure the student receives the knowledge that is required to be a professional pilot. This program is from 0 hours to over 250 hours, of which 200 hours will be multi-engine time. The program includes Private Pilot Single Engine through the Multi-Engine Flight Instructor Certificate. Cross Country flying is coast-to-coast, if desired.

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Pilot Training Guide List for Future Pilots

Pilot Training Guide List for Future PilotsTo operate an aircraft in the United States you must be licensed by the Federal Aviation Administration (FAA), which since 9/11 is part of the Department of Homeland Security (DHS). There are several levels of pilot’s license; the most basic is the Private Pilot license. This license permits the holder to pilot an aircraft anywhere in the United States, and to carry passengers. A Private Pilot may not be paid to fly an aircraft (to ferry an aircraft from one location to another, for example), nor carry passengers or cargo for hire or compensation.

Private Pilot License Requirements
  • Be at least 16 years old.
  • Read, speak, and understand English sufficiently to understand the aviation rules and communicate with Air Traffic Control.
  • Pass a basic medical examination.
  • Receive the required amount of instruction from a Certificated Flight Instructor (CFI).
  • Pass a written examination (100 multiple-choice questions).
  • Pass a “checkride” (aircraft equivalent of a driving test) given by an FAA-approved examiner.
Flight Training Cost

The one thing to remember about flight training is it must be cost-effective. Flight training is expensive so your investment must be smart. Do not base your decision on the cost the flight school offers or advertises. Visit the flight school, speak with flight instructors and pilot students. Inquire about FAA flight training programs offered. In addition to cost, the key factors to consider when choosing a flight school are:

1. Weather. How often you will be able to fly.
2. FAA approved flight training programs
3. Quality of CFIs.

Flight Training Hours Needed To Receive Pilot License

To receive a Private Pilot license, the FAA requires student pilots have a minimum of 40 hours of flight time, of which 20 must be dual (flying with an instructor). You have seen these hours before and they are minimum. Flight training needed can be different for anyone. It is very rare that students actually are able to get their flight training completed within 40 hours. National standard is usually between 60-70 hours.

About half of your flight time will be with an instructor, and the rest “solo.” For every flight hour, expect an additional 2-3 hours of reading, flight planning, and ground review with your instructor.

To maintain a good rate of progress, plan for two to three sessions per week, of two to three hours per session. Plan to schedule a few more sessions than you need, since some
will be cancelled because of weather, aircraft maintenance, illness, etc. At this rate, you should be able to earn your license in six to eight months.

Pilot License Academics and Topics Studied
  • Aircraft systems: the basic components of an airplane, engine, flight controls, instruments, and how they operate.
  • Aerodynamics: basic priciples of how an airplane is able to leave the ground, and how to control it once airborne.
  • Navigation: how to use aviation maps and radio navigation aids to get you and your aircraft to your destination.
  • Weather: basic concepts of weather formation, and how to obtain and interpret weather information that may affect your flight.
  • Aircraft operations: just as there are rules for operating automobiles on roads and highways, there are rules governing the operation of aircraft in the National Airspace System (NAS).
  • Regulations: the applicable portions of the Code of Federal Regulations (CFR) which govern licensing of pilots and the licensing and operation of aircraft in the USA.
Flight Training Facilities

The list below describes the types of facilities that offer flight training. Research your area for the type of business that suits your needs best.

Fixed Base Operator (FBO): This type of business offers a full range of aviation services: aircraft sales and maintenance, fuel sales, aircraft charter, flight instruction, or any other services that transient or based aircraft and pilots might need. Aircraft rental and flight instruction may be only a small part of this business.

Flight school: a business whose primary business is flight training and aircraft rental. It may offer other related services such as aircraft maintenance and pilot supplies.

Flying club: a non-profit group of pilots and aircraft owners who join together to help reduce expenses and share resources. Some larger clubs may look just like FBOs or flight schools. Since clubs are non-profit, rental rates are usually lower than at FBOs or flight schools.

Colleges and Universities: many colleges and universities offer flight training as part of an aviation curriculum. If you intend to pursue a career in aviation, a college degree in aviation is a definite advantage.
Note that some FBOs and flight schools may call themselves flying clubs to imply non-profit status, give them a more “friendly” atmosphere, or provide an excuse to charge monthly dues.

Careers in Aviation

The airline industry has been going through a rough transition for years now. From buttoned-down security to sky-high gas prices, it’s been a bumpy ride. Still, the fact remains that people want to travel and there are plenty of jobs available at airlines, airports, airplane companies and security organizations around the globe.

Many people wish for the glamorous lifestyle and income of a pilot. According to Al Lee, director of quantitative analysis at online salary database PayScale.com. He says, “There’s a huge variation in pay depending on whether you’re flying a float plane for a regional commuter company or flying 747s for United. Regional airlines sometimes pay $20 per hour and only when the engine is on.” Lee says that with only 1000 hours of engine time a year, that hourly rate can come close to minimum wage.

Aircraft pilot is of course the most glamorous and sought after job, but there are lots of other career paths in aviation. Others include but not limited to:

  • Aircraft Mechanic
  • Air Traffic Control
  • Aircraft Manufacturing
  • Flight Instructor
  • Airport Management

Aircraft avionics in particular is an area of rapid growth, offering jobs in manufacturing, installation, maintenance, and training.

Where can I find more information on becoming a pilot and pilot training?

The Aircraft Owners and Pilots Association (AOPA) has a large section of their web site devoted to information on learning to fly:

Other source used

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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