Your Pilot Career Depends On The Type Of Flight Training You Choose

There are many ways to start training to be a pilot from doing a private course through to learning at a university.
It takes years of training to get licensed to become a pilot, and in particular to become an airline pilot. Having completed a university degree is often important for the majority of flight schools, although the military route can at times make this unnecessary. The college degree does not have to be an aviation focused however with many pilots having studied many in many fields including law and engineering.

A pilot’s pay is based on many different factors, including their seniority, rank, and the body type of aircraft flown. Working hours can range between 75 to 80 hours a month in most western airliners. As well as the popular airline pilot, there are many other roles which pilots take up, including conducting flight-testing, training, and managing and supervising pilot operations.

A pilot career can be a rewarding way to live your life and it is understandable why people choose to try and find their way into pilot jobs. At the same token, pilot jobs can be one of the hardest jobs to find your way into and the cost to cover your flight training to obtain your pilot’s license is high.

Pilot Career Options

• The first thing you need to do before you start a pilot career is to obtain your private pilot’s license (PPL). If you are unsure as to whether you are interested in pilot jobs, many places will let you take a single pilot lesson to get the feel for a pilot career. Your private pilot license will allow you to fly on your own or with passengers but not for commercial reasons, meaning you will not get paid.
• The next step in your journey for pilot jobs is to obtain your commercial pilot license. This is much more expensive and time consuming to obtain but it opens up a world of pilot jobs for you. You obtain your commercial pilot license from a certified flying school. Many people also train as a flying instructor as this builds up the number of flying hours required for the commercial license.
• The other main method of finding civilian pilot jobs is to undertake an Airline Transport license and this will open up the opportunity to find pilot jobs within a passenger or freight airline. People looking for an airline pilot job will start as a first officer and then progress to a co-pilot job and finally a pilot job as a captain.
• The military is another method of starting a pilot career and many people have done so using this method. The military pays for all of your training and provides you with thousands of flying hours in return for your period of service in potentially dangerous locations.
• Regardless of which method you use to start your pilot career, you will need to undergo a medical examination and you will need to be both physically and mentally fit. To qualify for pilot jobs you will need to have excellent hearing and eyesight as well as good overall health. Good maths and science skills are also a benefit for pilot jobs. Source

What Type Of Pilot Should I Be

There are a variety of aviation pilot jobs, each with its own set of hiring requirements, benefits, and challenges. Benefits and compensation will vary according to the type and size of the company. For any pilot job, there is a considerable amount of flight training required. Some pilots received their training in the military and others through civilian training. For most of the pilot jobs, you must have at least a commercial pilot certificate, instrument and multi-engine ratings. The hiring requirements will vary for each airline and company.

There are two-three types of pilot positions with any airline or company: Captain, First Officer, and Flight Engineer. Compensation and some benefits at the airlines and most companies are all based on “seniority.” “Seniority” at an airline is based on a pilot’s date-of-hire. When a pilot is hired as a First Officer or Flight Engineer, he/she is assigned a seniority number at the bottom of the list. For example: When a new pilot is hired, he/she is assigned a seniority number at the bottom of the list such as 105 out of 105 pilots. Over time, the pilot will advance (move up) on the seniority list due to retirements, resignations, or other reasons pilots are removed from the seniority list. Advancing on the seniority list results in better work schedule, aircraft selection, job promotion (upgrading to Captain), route assignments, vacation time preferences, and other privileges.

There are several types of pilot jobs:

• Agricultural Pilot
• Test Pilot
• Major/National Airline Pilot
• Regional/Commuter Airline Pilot
• Air Freight/Cargo Pilot
• Helicopter Pilot
• Corporate Pilot
• Air Taxi or Charter Pilot
• Flight Instructor
• Military Pilot
• Ferry Pilot
• Astronaut
• Other Pilot Jobs

Source

An airline pilot job is not the only type of pilot job out there. There are pilots who fly small business jet airplanes and corporate pilots who fly Boeing type planes and they are equally happy with their choices.

Try to figure out your “pilot personality.” Different people are suited for different types of pilot careers. There’s nothing worse than putting your heart and soul into trying to become something that is not going to be gratifying to you for the rest of your career. By researching the different types of pilot careers out there, you can save time and money by focusing on attaining the skills that your dream pilot job requires. You can also use different pilot positions to build flight time according to your life plans. For instance, being away a lot may suit you just fine in the beginning of your career, but not so much later on in life.

Here is a list of pilot careers that you can start to research to see what lifestyle might fit you best:

• Airline pilot
• Cargo airline pilot
• Regional airline pilot
• Airline flight instructor pilot
• Airline technical pilot
• Air Charter/Air Taxi pilot
• Seaplane / Amphibious Pilot (Corporate, Cargo, Scenic, etc.)
• Corporate Pilot
• Pilot for one specific corporation
• Pilot for a company that offers the use of business jets to several corporations
• Contract pilot who is represented by a contracting company
• Test Pilot
• Production test pilot
• Experimental test pilot
• Maintenance test pilot
• Military Pilot
• Fighter pilot
• Military transport pilot
• Military flight instructor
• Military test pilot
• Sales Demonstration Pilot
• Chief Flight Instructor Pilot
• Cropduster Pilot
• Medical Ambulance Pilot
• Photography Pilot

Source

Pilot Training With Aviator Flight Training Academy

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

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 shared 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.

Upon completion of your flight training Aviator College encourages the graduating student to apply to stay on as a flight instructor.

Contact Aviator
Talk to flight instructor at Aviator, call 772-672-8222.

Institutions Authorized to Certify its Graduates for an Airline Transport Pilot (ATP) Certificate with Reduced Aeronautical Experience

The Airline Transport Pilot License (ATPL), or in the United States of America, an Airline Transport Pilot (ATP) certificate is the highest level of aircraft pilot license. Those certified as Airline Transport Pilots (unconditional) are authorized to act as pilot in command on scheduled air carrier’s aircraft under CFR 14 Part 121.

Basic Requirements for ATP

Here are just a few of the basics requirements for the ATP License.

• You must be able to read, speak, write, and understand the English Language
• You must be able to obtain a 1st class medical certificate
• You must be 23 years of age
• You must hold at least a commercial pilot license with instrument rating
• You must have 1500 hours total flying time
• You must have 500 cross country flight time
• You must have 75 hour of actual or simulated instrument flight time
• You must pass the FAA ATP written exam
• You must pass the ATP Oral and Practical Exam

Flight Training for ATP

The flight training for you ATP will be nothing new in terms of maneuvers or procedures. The check ride will consist of maneuvers and procedures you have already seen on you instrument, commercial and multi-engine check rides. The only difference is the standards you are expected to fly to. The tolerances are much tighter because at this point you are a professional pilot with a considerable amount of flight time and you are expect to be able to fly like it.
Training primarily focuses on polishing up your instrument flying skills it the multi-engine aircraft you will use for the check ride. If you do the training on your own it can be as little as 5-7 hours of prep. If you work for a large 135 outfit or 121 air-carrier its usually part of a FAA approved upgrade or transition training program.

The FAA Written

The written test for the ATP like all other licenses and ratings is an 80 question computerized test. The questions consist primarily of part 135 and 121 regulations, hazardous materials, high altitude and high-speed aerodynamics, and transport category operating and Performance Data.

The FAA Oral Exam

Again like the written the test the oral examination is taken to a highest level in your aviation career. With the examiner focusing on the regulations appropriate to your type operation, ie 121 or 135. Also included is an in-depth discussion of the test aircrafts various systems. This especially holds true if a company check airman is administering your check ride.

The FAA Practical Exam

Hopefully by the time you pass the written and oral for the ATP the flight should be a breeze. The flight depending on your operation will be conducted in a multi-engine aircraft or flight simulator. The flight test is comprised mostly instrument procedures both multi and single engine. Other abnormal procedures may also be thrown in the mix with the simulator allowing fore more flexibility than a check ride in the aircraft. Like every other check ride aside from your instrument you will also have to demonstrate maneuvers such as stalls and steep turns.

Costs

The costs for the ATP license are quite variable. If you choose to get the ATP on your own you have to budget for about 5-10 hours of flight time in some sort of multi engine aircraft. Some FBO’s and flight school offer a package deal for obtaining your ATP, it usually includes a written test prep and the required flight time to get you up to speed in their aircraft. If you’re lucky to work for a 135 or 121 outfit then the cost to you is nothing financially, the only investment is the time and energy in preparing for your check ride. For those of you looking to do it on your own check out our members only area for links to cheap flight time. Our flight time finder will be coming soon. Source

New ATP Rule

Congress has mandated changes to the requirement to fly as a co-pilot (first officer/second-in-command) in Part 121 airline operations. Currently, a commercially certificated pilot with 250 total hours could serve as a co-pilot. However, in response to the congressional mandate, the FAA has created new certification and qualification requirements for pilots in air carrier operations that took effect in August 2013. As a result of this action, a second in command (first officer) in domestic, flag, and supplemental operations must now hold an airline transport pilot certificate (ATP) and an airplane type rating for the aircraft to be flown.

An ATP certificate requires that a pilot be 23 years of age and have 1,500 hours total time as a pilot. Pilots with fewer than 1,500 flight hours may qualify for a restricted privileges airline transport pilot certificate (R-ATP) beginning at 21 years of age, if they are 1) a military-trained pilot, 2) have a bachelor’s degree with an aviation major, or 3) have an associate’s degree with an aviation major. The alternative total flight hour requirements for an R (restricted) -ATP certificate with airplane category multiengine class rating are:

• 750 hours for a military pilot who has graduated from a flight training program in the Armed Forces;
• 1,000 hours for a graduate who holds a bachelor’s degree with an aviation major (60+ aviation semester credits) from an institution of higher education who also receives a commercial certificate and instrument rating from an associated part 141 pilot school;
• 1,250 hours for a graduate who holds a bachelor’s or an associate’s degree with an aviation major (30+ aviation semester credits) from an institution of higher education who also receives a commercial certificate and instrument rating from an associated part 141 pilot school;

Additionally, to receive an airline transport pilot certificate with a multiengine class rating a pilot must have 50 hours of multiengine flight experience and must have completed a new FAA-approved Airline Transport Pilot Certification Training Program. This new training program will include academic coursework and training in a flight simulation training device. These requirements will ensure that a pilot has the proper qualifications, training, and experience before entering an air carrier environment as a pilot flightcrew member. Source

Airline Transport Pilot (ATP) Certificate with Reduced Aeronautical Experience

Graduates of an institution of higher education that have received Federal Aviation Administration (FAA) authorization to certify graduates may be eligible to apply for a restricted privileges airline transport pilot (ATP) certificate. The total flight time requirements for a restricted privileges ATP Certificate based on a degree with an aviation major are found in § 61.160

• 1,000 hours for a graduate who holds a bachelor’s degree with an aviation major and meets the remaining requirements of § 61.160(b)
• 1,250 hours for a graduate who holds an associate’s degree with an aviation major and meets the remaining requirements of § 61.160(c)
• 1,250 hours for a graduate who holds a bachelor’s degree with an aviation major and meets the remaining requirements of § 61.160(d)

NOTE: To show up in FAA list, an institution of higher education is issued its Letter of Authorization (LOA).
To view the list visit FAA

Aviator College is listed among Institutions Authorized to Certify its Graduates for an Airline Transport Pilot (ATP) Certificate with Reduced Aeronautical Experience

Aviator College Degree Program

Approved by the FAA for a Restricted ATP Certificate at 1250 hours

2 year Associates 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.

The school’s14 acre campus encompasses 37,000 sq. ft. Administration & Academic training facility is open from 7 am to 6 pm daily. The Flight Operations building is open 24/7 daily, rain or shine.

Online Application
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ATP Pilot Comes With Highest Responsibility and Extensive Flight Training

An airline transport pilot (ATP) is a person who acts as the pilot in command of a commercial aircraft. The airline transport pilot certification is the highest level of certification a pilot can earn, and once the pilot has earned such certification, he or she can operate as the pilot in command of any aircraft that carries cargo or passengers. The pilot is solely responsible for the safety of the aircraft, cargo, and passengers on board.

Once fully certified and licensed, the airline transport pilot will be responsible for all operations of the airplane before, during, and immediately after the flight. This means inspecting the plane before the flight, preparing the plane for departure from a gate, preparing the plane for takeoff, operating the plane during flight and addressing any issues that may arise during flight, landing the plane, taxiing the plane to a gate, and shutting down the plane after the flight. The safety of the plane, passengers, and cargo is the primary responsibility of the airline transport pilot.

ATP Eligibility

1. To be eligible for an Airline Transport Pilot certificate, you must know English and:
2. Be at least 23 years of age; AND
3. Be of good moral character.

You must already hold one of the following pilot certificates:

If US certified: at least a commercial pilot with an instrument rating; OR

ICAO country: ATP or commercial pilot with an instrument rating, without limitations, subject to background check.

New ATP Pilot Certification Requirements Issued By FAA

On July 7, 2013, the FAA released the Final Rule for pilot certification and qualification requirements for air carrier operations –commonly referred to as the “First Officer Qualification (FOQ) Rule” or “1,500 Hour Rule.” The Final Rule was published in the Federal Register on 7/15/2013, effective immediately.

Pilots applying for an air transport pilot (ATP) certificate and those intending to serve as first officers for airlines will be the ones most affected by the new rule. But it will also affect pilots wanting to serve as pilot in command in Part 121 air carrier operations, part 91 subpart K operations, or Part 135 operations because of changes to requirements for obtaining an ATP certificate.

Pilots pursuing an ATP certificate after July 31, 2014, in addition to having 1,500 hours, will have to complete a new, yet-to-be developed, ATP certification training program. The program, consisting of 30 hours of ground and 10 hours of simulator training, must be completed prior to being eligible to take the ATP written and practical tests. The 10 hours of simulator training will include six hours of training in a level C or D (full-motion) simulator. According to the rule, this course will only be offered through Part 141, 142, 135, or 121 certificate holders, not allowing for Part 61 flights schools to develop courses and provide the training.

The new rule also establishes a new ATP certificate with restricted privileges for multiengine airplane only. The restricted ATP certificate can only be used to serve as a first officer at an air carrier. To obtain that certificate an applicant must be at least 21 years old, hold a commercial pilot certificate with an instrument rating, complete an ATP certification training program, and pass the ATP written and knowledge tests. For the restricted ATP certificate, applicants do get some relief as they are required to have at least 750 hours total time as a military pilot; at least 1,000 hours total time and a bachelor’s degree with an aviation major; at least 1,250 hours total time and an associate’s degree with an aviation major; or 1,500 hours total time as pilot. Source

ATP Pilot Job Description

Airline pilots fly airplanes or helicopters transporting passengers and cargo.
Usually the cockpit crew is made up of two pilots. The more experience is the captain supervising other crew members. The copilot, often called the first office, along with the pilot share a range of duties including monitoring instruments and communicating with air traffic controllers. Some small aircrafts only have one pilot and some large ones have a third—the flight engineer. New technology can take on many flight tasks and now almost all new aircraft fly with just two pilots who use computerized controls.

Airline pilots must plan flights before departure. They also need to check their aircraft to ensure everything is running properly and that baggage or cargo is properly loaded. They work with aviation weather forecasters and flight dispatchers to determine conditions at their destination and en route. They then choose a speed, altitude and route to provide the smoothest, most economical and safest flight possible. When there is poor visibility, airline pilots fly under instrument flight rules using an instrument flight plan with air traffic control so it can coordinate with other air traffic.

The hardest part of the job for airline pilots is the takeoff and landing. The two pilots must work in close coordination so that the pilot can focus on the runway or the direction of the wind, while the copilot scans the instrument panel and checks to see when the plane reaches takeoff speed for example. The two usually switch back and forth flying each leg from takeoff to landing.

In good weather flights are usually routine. Airline pilots steer their plane using autopilot and flight management computer systems. They scan the instruments to check their systems. If they hit turbulence or want to find a stronger tailwind for example, they may request a change in altitude from air traffic controllers. Helicopter pilots must be on the lookout for obstacles such as transmission towers or power lines. All airline pilots must monitor warning devices that detect dangerous and sudden shifts in wind.

When visibility is poor airline pilots must rely on their instruments including altimeter readings, special navigation radios and other sophisticated equipment that gives them information about their position and obstacles.

Airline pilots also have non-flying duties, but those tasks vary from job to job. Under the Flight Deck Officer program some airline pilots undergo training and screening to be deputized as Federal law enforcement officers to protect the cockpit with issued firearms. Others may have to handle passenger luggage, keep records, schedule flights or load the aircraft.

Some airline pilots are also flight instructors teaching on the ground, in simulators or using dual-controlled aircraft.
Many airline pilots spend much of their time away from home due to overnight layovers. The Airline Pilot’s Association calculates this number to be 360 hours a month. Away from home, airlines provide a meal allowance, hotel accommodations and transportation.

Jet leg is a common complaint of airline pilots, especially those on international routes. Flying can also cause mental stress as aircraft pilots are responsible for a safe flight in all conditions. They must be alert and quick to react when things go wrong.

The FAA regulates flying time by the hours per month and year. Most airline pilots fly about 75 hours a month and may work an additional 140 hours per month completing nonflying duties. Most have variable work schedules and must work irregular hours including night and weekend hours. Flight schedules are based on seniority. Source

Airline Pilot Training Programs from Aviator Academy

Professional Pilot Program

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

160 hours of Multi-Engine Time

• Aircraft for check rides
• Cross Country flying coast-to-coast
• No FTDs (Simulators) used towards flight time
• *CRJ Jet Transition Program
• Pilot Career Planning & Interviewing Class
• 6 Months of housing

Cost: $52,785.00
6 Months of Housing is Included

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

Contact Aviator

Applying for US Pilot Certificate On the Basis of a Foreign Pilot License

Pilot licensing or certification refers to permits to fly aircraft that are issued by the Civil Aviation Authority (CAA) in each country, establishing that the holder has met a specific set of knowledge and experience requirements. The certified pilot has a right to specific pilot privileges in the country where certificate is issued . Despite attempts to harmonize the requirements between nations, the differences in certification practices and standards from place to place serve to limit full international validity of the national qualifications.

In the United States, pilot certification is regulated by the Federal Aviation Administration (FAA), a branch of the Department of Transportation (DOT). A pilot is certified under the authority of Parts 61 and 141 of Title 14 of the Code of Federal Regulations, also known as the Federal Aviation Regulations (FARs). In Canada, licensing is issued by Transport Canada. In the United Kingdom, licensing is issued by the Civil Aviation Authority (CAA).

In most European countries, including the United Kingdom, France, Switzerland, and many others, licensing is issued by the National Aviation Authority (NAA) according to a set of common rules established by the Joint Aviation Authorities known as Joint Aviation Rules – Flight Crew Licensing (JAR-FCL). Source-Wikipedia

Determining Validity of Foreign License

FAA’s The Airmen Certification Branch, AFS-760 must have the Civil Aviation Authority (CAA) verify the validity and currency of the foreign license and medical certificate or endorsement before you apply for an FAA certificate or authorization. The processing of the Verification of Authenticity of Foreign License, Rating, and Medical Certification form takes approximately 45 to 90 days to complete. NOTE: Do not schedule any travel and/or checkrides, etc until a valid Verification Letter has been obtained from AFS-760.

Foreign applicants who require a visit to a FAA Flight Standards District Office or are applying for the issuance or replacement of an airman certificate in accordance with 14 CFR 61.75 must contact their selected Flight Standards District Office upon receipt of this verification letter to schedule an appointment with a FAA Inspector or authorized certifying official. Do not anticipate an appointment earlier than two weeks after this initial contact, due to enhanced security procedures.

14 CFR Part 61, Section 61.75-Allows a person to be issued a U.S. pilot certificate with private pilot privileges on the basis of a foreign pilot license that is equivalent to or higher than the U.S. private pilot certification level. The foreign pilot license must have been issued by a foreign Civil Aviation Authority (CAA) that is a member state of the International Civil Aviation Organization (ICAO), and the foreign pilot license must be valid. The holder of a valid foreign pilot license issued by an ICAO member state may use that foreign pilot license as the basis for issuance of a U.S. pilot certificate even if the issuing country is now defunct (e.g., the Russian Federation).

Procedures for Conversion of Canadian and U.S. Pilot Certificates Only

Under a new Bilateral Agreement between the United States and Canada, effective December 5, 2006, pilots in the United States and Canada may apply for a new unrestricted airman certificate. This procedure only applies to a Canadian or U.S. pilot holding a private, commercial, or ATP SEL or MEL airman certificate. Glider, helicopter, and balloon ratings are excluded and are not applicable for conversion under the agreement. Read the FAA’s Advisory Circular 61.35, Conversion Procedures and Processes for FAA Pilot Certificates and TCCA Pilot Licenses, and Transport Canada’s General Aviation Advisory Circular 401-001 for information and instructions.

TSA Alien Flight Training/Citizenship Validation Rule

On September 21, 2004, the Transportation Security Administration (TSA) issued an ” interim final rule” on flight training for aliens and other designated individuals. When the interim rule was first issued, it required every person to prove his or her citizenship status (including U.S. citizens) prior to undertaking flight training in an aircraft weighing 12,500 pounds or less. Additionally, all foreign flight students were required to complete a background check process with TSA. Not only did the rule apply to flight training, but also to recurrent training under 14 CFR Part 61. This meant that pilots would have to prove citizenship, and aliens submit background checks, for flight reviews, instrument proficiency checks, and aircraft checkouts.

Determining Applicability and Eligibility

Applicability.

This requirement applies if the applicant is applying for a certificate issued on the basis of a foreign license under the provisions of:
14 CFR Part 61, § 61.75,

• Special-purpose pilot authorizations under § 61.77,
• Using a pilot certificate issued under § 61.75 to apply for a commercial pilot certificate under § 61.123(h),
• Applying for an airline transport pilot certificate issued under § 61.153(d)(3),
• Applying for a certificate issued on the basis of a foreign license under the provisions of 14 CFR Part 63, § 63.23 and § 63.42.

The applicant must have the Civil Aviation Authority (CAA) that issued those certificates verify the validity and currency of the foreign license and medical certificate or endorsement before applying for an FAA certificate or authorization.
Eligibility; English Language Requirements. Early in the process of issuing a private pilot certificate on the basis of a foreign pilot license, the FAA aviation safety inspector (ASI) (Operations) or an FAA aviation safety technician (AST) must determine whether the applicant can read, speak, write, and understand the English language. Advisory Circular (AC) 60-28, English Language Skill Standards Required by 14 CFR parts 61, 63, and 65, explains how to determine English language abilities required for pilot certification.

Eligibility

Medical Requirements. A person applying for a U.S. pilot certificate must submit evidence that he or she currently meets the medical standards for the foreign pilot license on which the application for the pilot certificate is based (see § 61.75[f]). Some foreign Civil Aviation Authorities (CAA) enter periodic medical endorsements on their foreign pilot licenses, which affect the license’s currency. Therefore, if the foreign pilot license must have a medical endorsement in order to be valid, an FAA medical certificate alone will not satisfy the regulations.

In cases when a medical endorsement is not used, a current medical license from the person’s foreign medical examiner or a current FAA airman medical certificate issued under 14 CFR Part 67 will satisfy the requirement.
If the person’s foreign pilot license shows a medical endorsement, the person should enter the word “endorsement” on FAA Form 8710-1, Section I, block R, or the equivalent class of medical certificate. If using Airman Certification and/or Rating Application (ACRA)/IACRA, enter the date of that endorsement in block S. If the name of the examiner who administered the medical endorsement is unknown to the applicant because the foreign CAA administered the physical, then simply state “CAA” in block T.

Applying For Rating or Medical Certificate

A person who is applying for a U.S. rating or medical certificate on the basis of a foreign license must apply for that certificate at least 90 days before arriving at the designated FAA FSDO where the applicant intends to receive the U.S. certificate. This initial application step is the responsibility of the applicant.

The information you submit to the Airmen Certification Branch must include your:

1. name and date of birth
2. address where you wish to have the verification of the authenticity letter mailed
3. certificate number and ratings on the foreign license
4. country of issuance of your foreign license
5. location of the FAA Flight Standards District Office where you intend to apply for your U.S. certificate
6. statement that your foreign license is not under an order of suspension or revocation

Note: The Airmen Certification Branch would prefer to have a copy of the foreign license and medical certificate or endorsement included with all requests for verification of authenticity of the foreign license.

There are additional requirements for pilots from the following countries. Please visit FAA website for details:

• Australia
• Cyprus
• Malaysia
• New Zealand
• Pakistan
• United Kingdom Applicants

Source
http://www.faa.gov/licenses_certificates/airmen_certification/foreign_license_verification/
http://www.aopa.org/Pilot-Resources/PIC-archive/Flight-Training-Ratings-and-Proficiency/Foreign-Pilot-Certification.aspx

International Flight Training Programs From Aviator Flight Training Academy

Commercial Airline Pilot Program

M-1 Visa
The Commercial Airline Pilot Program is for the international student that needs to possess an FAA multi-engine commercial certificate. The program could take as little as 4 months to complete. Housing is included for the duration of 4 months. In the program you will earn the private pilot, instrument, single engine commercial and multi-engine commercial. The program is an approved FAA part 141 program which most countries are requiring. Upon your graduation in this program you will receive a Part 141 Commercial Graduation Certificate.

Additional single or multi engine hours can be accumulated at reduced prices. for further information contact our admissions department by email or phone +1-772-466-4822.

Commercial Pilot Program with Flight Instructor Ratings

F-1 Visa

The Commercial Pilot Program with the addition of 3 flight instructor certificates is a Part 141 and Part 61 Program. The program is designed for the international student coming from countries requiring additional hours for employment in their country. Typically these countries require up to 1500 and to hold an FAA ATP(Airline Transport Pilot) certificate. The program can completed in as little as 6 months. Housing is included for the duration of the 6 months. After you have earned all required certificates, you then can be placed in the Part 141 standardization and CPT internship ( 510 hours ).Upon completion of the CPT internship you will then be able to apply for an instructor position for up to 12 months.

To be able to apply for OPT ( Flight instructor Position) you must have completed the program on time with no more than 1 checkride failure. Written exam grades must be at least 85% or higher and you must pass a flight instructor review board.

Contact Aviator

For Professional Pilots Flight Training Does Not Stop

To be a successful professional pilot, you need to have had a good general secondary education, ideally with an emphasis on mathematics and physics. If the latter subjects were not your specialization, you must have an aptitude for them or you will struggle with the academic subjects you need to study to earn a commercial pilot’s license.
A degree is not essential, but it helps, especially if it was in engineering, mathematics or science.

To be a pilot at the professional level, you will need better-than-average hand-eye co-ordination, and a naturally good sense of spatial orientation in three dimensions.

Your health, hearing and eyesight must be first class, and color-blindness would disqualify you. It is advisable to have a full aviation medical health check before doing anything else.

Pilots are generally confident individuals. The profession demands it. Self-assurance is gained through successfully performing at very high levels of competence. When pilots fly a lot, the confidence builds because the skills improve. Pilot profession demands you to stay sharp. When pilots take a lot of time away from flying they lose that sharp edge that took so long to hone.

Flying is a perishable skill that requires constant practice to maintain. Most of today’s airline flying is done connected to an autopilot, so hand-flying skills evaporate quickly.

You might wonder why we don’t hand-fly the plane more to keep our skills sharp. The short answer is that it’s safer to keep autopilot on: Autopilot prevents human error and fatigue. Source

During takeoffs and landings in particular, pilots are engaged in many tasks that must be done simultaneously. Autopilot can manage some tasks and free up the pilots for others. For example, after takeoff, autopilot can assure we’ll level off at each altitude we’re cleared for, allowing us to attend to traffic, an unexpected event or radio chatter.
In good weather, most pilots like to hand-fly the airplane to 18,000 feet. Bad weather is a different story: Hand-flying the airplane can be very fatiguing, and I always feel better when pilots I’m flying with keep fresh through autopilot assistance. However, all this use of autopilot means that we run the risk of getting rusty.

The WINGS – Pilot Proficiency Program

Pilot Proficiency Program is based on the premise that when you maintain currency and proficiency in the basics of flight you will enjoy a safe and stress-free flying experience. Requirements, which include specific subjects and flight maneuvers from the appropriate Practical Test Standards, are established for airplanes, seaplanes and amphibians, rotorcraft, gliders, lighter-than-air, powered parachutes, weight-shift control, and light sport aircraft. You may select the category and class of aircraft in which you wish to receive training and in which you wish to demonstrate your flight proficiency. All training must place special emphasis on safety of flight operations. Proficiency must be demonstrated to the applicable standard, i.e., Practical Test Standards or Industry Course Completion Standards, etc.

The WINGS – Pilot Proficiency Program The WINGS Program is designed to encourage you to participate in an on-going training program that will provide an opportunity to fly on a regular basis with an authorized flight instructor. With this in mind, three levels have been designed to allow for flexibility in obtaining the level of currency and proficiency you desire. The program is most effective when your training is accomplished regularly throughout the year, thus affording you the opportunity to fly in different seasons and in the different flight conditions you may encounter. You may earn as many phases in a level as you wish.

So here is all the technical information, but remember, this is all tracked here on “My WINGS” for you, so don’t get too worried about which phase or what requirements you must meet just yet.

Basic Level.

This level is designed for those pilots who want to establish a recurrent training program that will provide them a higher level of proficiency than merely preparing for a normal Flight Review as required by 14 CFR 61.56. In addition, because the Basic Level addresses primary accident causal factors, every pilot is required to complete a phase at the Basic Level at least once every 12 calendar months. This ensures pilots are aware of accident causal factors and possible mitigation strategies.

Note that when you earn a phase of WINGS at any Level, you meet the requirements for a Flight Review (reference 61.56(e)).
To earn a phase at the Basic level, you must complete three knowledge credits of instruction and demonstrate proficiency when required as shown in the respective PTS. These knowledge areas are designed to cover current subject matter that the FAASTeam has determined to be critical areas of operation, which in the preceding months have been found to be major causal factors in aircraft accidents.

A pilot must also complete three credits of flight activities. Completion of a credit of flight for this level of flight requires demonstration of proficiency in the Area of Operation(s) required for the credit sought, as stated in the appropriate Practical Test Standards.

This level requires the use of the Practical Test Standard (PTS) for the pilot certificate held or the Private Pilot PTS, whichever is lower, for the category and class of aircraft used.

A current listing of course material, subject matter, FAASTeam seminars, activities, flight requirements, and credit values can be found by going to your “My WINGS” page when you are registered on FAASafety.gov. This list may change periodically, reflecting the dynamic nature of aircraft accident causal factors and FAASTeam emphasis areas.

Advanced Level.

This level is designed for those pilots who want a training program that will take them a step above Basic. It affords you the opportunity, in concert with your instructor, to tailor the training to fit more specific needs.
To complete a phase of WINGS at the Advanced level, you must simultaneously complete or already hold the Basic level as outlined previously.

The Advanced level requires an additional three flight credits and three knowledge credits using the Commercial PTS for the category and class of aircraft used, or the Private PTS when there is not a Commercial PTS, or if completion of the Basic level used the Sport or Recreational PTS, the Private PTS will be used for this level.
A current listing of course material, subject matter, FAASTeam seminars, flight requirements, activities, and credit values can be found by going to your “My WINGS” page when you are registered on FAASafety.gov. This list will change periodically, reflecting the dynamic nature of aircraft accident causal factors and FAASTeam emphasis areas.

Master Level.

This level is designed to give even more flexibility to your needs for specialized training. While most often this level will require the use of higher PTS standards, it will also allow for the addition of specialized equipment and flight environment training scenarios.

To obtain the Master level, you must simultaneously complete or already hold a phase at the Advanced level as outlined previously.

The Master level requires an additional three flight credits and three knowledge credits using the Commercial or ATP PTS for the category and class of aircraft used and the Instrument Rating PTS, if one is available for the category and class of aircraft used. A Light Sport Aircraft (LSA) may not be used at this level. source

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.

Schedule a visit
Contact Aviator

Professional Pilots Checklists, Company Policies and Go Around Noncompliance

Depending on the regulations under which an aircraft will operate, the FAA and ICAO have established provisions to ensure that appropriate information is gathered and considered before flight. It is extremely important for pilots to be well-prepared ahead of time with the information they will need to make good aeronautical decisions.

Although the aircraft checklist has long been regarded as the foundation of pilot standardization and cockpit safety, it has escaped the scrutiny of the human factors profession. The improper use, or the non-use, of the normal checklist by flight crews is often cited as the probable cause or at least a contributing factor to aircraft accidents.

All pilots have been taught the importance of using written checklists, but a few ignore this flight safety resource. The FAA’s practical test standards clearly state that pilots must use appropriate written checklists, yet the accident record shows that some pilots don’t.

FAR 121.315 Cockpit Check Procedure

1. Each certificate holder shall provide an approved cockpit check procedure for each type of aircraft.
2. The approved procedures must include each item necessary for flight crew-members to check for safety before starting engines, taking off, or landing, and in engine and system emergencies. The procedure must be designed so that a flight crewmember will not need to rely upon his memory for items to be checked.
3. The approved procedures must be readily usable in the cockpit of each aircraft and the flight crew shall follow them when operating the aircraft.

The major function of the checklist is to ensure that the crew will properly configure the plane for flight, and maintain this level of quality throughout the flight, and in every flight. The process of conducting a checklist occurs during all flight segments and, in particular, prior to the critical segments (TAKEOFF, APPROACH, LANDING). Although these segments comprise only 27 percent of average flight duration, they account for 76.3 per cent of hull-loss accidents (Lautman and Gallimore, 1988).

Checklist is intended to achieve the following objectives:

1. Aid the pilot in recalling the process of configuring the plane.
2. Provide a standard foundation for verifying aircraft configuration that will defeat any reduction in the flight crew’s psychological and physical condition.
3. Provide convenient sequences for motor movements and eye fixations along the cockpit panels.
4. Provide a sequential framework to meet internal and external cockpit operational requirements
5. Allow mutual supervision (cross checking) among crew members.
6. Enhance a team (crew) concept for configuring the plane by keeping all crew members “in the loop.”
7. Dictate the duties of each crew member in order to facilitate optimum crew coordination as well as logical distribution of cockpit workload.
8. Serve as a quality control tool by flight management and government regulators over the pilots in the process of configuring the plane for the flight. Source

Go Around Non-Compliance Research

While the vast majority of all aircraft accidents still occur in the landing phase, research shows that nearly all pilots who fly professionally ignore company policies regarding go-around procedures.

Curtis, formerly director of flight safety at Air Canada and chairman of safety committees for groups such as Airlines for America (then the Air Transport Association) and International Air Transport Association, notes that in 2011, 65% of all accidents occurred on landing and approach. A decade earlier, Curtis recently told the Air Charter Safety Foundation’s 2014 Air Charter Safety Symposium, “It’s the same story. Nothing changed in 10 years. In 2012, it’s almost identical.”
Leading safety researchers have concluded that 83% of landing accidents could be preventable with a go-around, Curtis notes. Studies conducted by multiple sources, including an Airbus study and analyses of Line Operations Safety Audit and FAA’s Aviation Safety Information Analysis and Sharing data, have shown that only 3-4% of pilots follow their company policies on go-around procedures, Curtis notes.

While the statistics are more substantial concerning the fact that pilots aren’t following company policies, less is known as to why. Flight Safety Foundation’s International Advisory Committee and European Advisory Committee in 2011 commissioned Presage to use a science-based approach to look at pilots’ decision-making.

Presage (Presage, which is working with the Flight Safety Foundation to study human factors surrounding go-around decision-making) surveyed nearly 2,400 pilots on their situational awareness during a go-around event and an unstable approach. Presage broke down situational awareness during these events into nine “constructs” ranging from a “gut feeling” to “seeing the threats” and “knowing the procedures.” Pilots who made go-around decisions had better recall of all nine situational constructs during their decision-making than did pilots who chose to proceed with an unstable approach. Source

Pro Pilot Program At Aviator Flight Training Academy

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

Schedule a visit

Are Plane Crashes Caused By Pilots Common

What is likely to be the main cause of a passenger plane crashing?

Mechanical failure? Or human error?

There are many people whose first assumption – after terrorism or hijacking is discounted – when a plane is lost is that some physical part has failed catastrophically. But mechanical failures alone account for only a small proportion of airliner crashes.

For fatal accidents, one calculation puts the primary cause as “pilot error” in 50% of all cases. One of the most common scenarios for a plane crash (more than a fifth of all fatal accidents between 2006-11, according to the International Civil Aviation Organization) is known as “controlled flight into terrain” (CFIT), referring to aircraft that were piloted into the ground, water, mountains or other terrain.

Flight Data Recorder

• Electronic device which records any instruction sent to any electronic system on aircraft
• FDRs built to withstand force of high speed impact and heat of intense fire; usually mounted in aircraft tail section
• Nicknamed “black box”, FDR is in fact coated in heat-resistant bright orange paint for easy visibility in wreckage. Source

Causes of Fatal Accidents by Decade

The table above is compiled from the PlaneCrashInfo.com accident database and represents 1,085 fatal accidents involving commercial aircraft, world-wide, from 1950 thru 2010 for which a specific cause is known. This does not include aircraft with 18 or less people aboard, military aircraft , private aircraft or helicopters.

“Pilot error (weather related)” represents accidents in which pilot error was the cause but brought about by weather related phenomena. “Pilot error (mechanical related)” represents accidents in which pilot error was the cause but brought about by some type of mechanical failure. “Other human error” includes air traffic controller errors, improper loading of aircraft, fuel contamination and improper maintenance procedures. Sabotage includes explosive devices, shoot downs and hijackings. “Total pilot error” is the total of all three types of pilot error (in yellow). Where there were multiple causes, the most prominent cause was used. Source: PlaneCrashInfo.com database

Top 10 Pilot Errors

1. Weather. The more a pilot knows about it, the better. While thunderstorms, icing and winds claim their share of airplanes, the real weather gadfly are those serene, innocent-looking clouds and their cousin, fog.
2. CFIT. Another common pilot error that often involves weather is controlled flight into terrain (CFIT). A simplified definition of CFIT is “flying a perfectly good airplane into the ground.”
3. Poor Communication. Another boo-boo pilots seem to have an affinity for involves deficient communication. This difficulty of communicating comes in several forms. When dealing with air traffic control (ATC), pilots tend to hear what they want to hear. Good pilots anticipate what is coming next, including ATC instructions; however, this profound skill can trick the mind into “hearing” what is expected regardless of what actually filters into one’s headset.
4. Low-Level Maneuvering. If you ever hear the words “watch this” from a pilot, look out! Pilots are notorious show-offs. How many times have you heard about the pilot who performs an impromptu air show for friends and significant others? A few low-level maneuvers later, and the plane is falling out of the sky. Some air show. The problem isn’t just that pilots are flying low to the ground; it’s this combination of flying too slow and in too tight of a turn that causes crashes.
5. Inadequate Preflight Inspections. It’s amazing how many pilots mess up preflight inspections. A cursory walk around simply to “kick the tires” so you can hurry up and “light the fires” is beckoning for trouble. Take your time during your preflight.
6. Inadequate Preflight Planning. Renowned classical novelist Miguel de Cervantes wisely said “forewarned forearmed.” Those who are prepared are equipped to deal with the tasks at hand. Typically, the level of preflight preparation is proportional to how smoothly the flight goes.
7. Failure to Use a Checklist. Lots of pilots get into the mindset that flying is like riding a bike—something you can do easily out of memory. While it’s true that 99% of the time, you’ll remember to do everything required of the checklist, it’s that remaining 1% of the time when you forget to do something that will bite. You can make sure you complete everything you need to all the time if you consistently use a checklist.
8. Failure to Perform the “I’M SAFE” Checklist. Another common error of pilots is forgetting to use the “I’M SAFE” checklist. For those who have forgotten what the letters stand for, here’s a reminder: Illness, Medication, Stress, Alcohol, Fatigue and Emotion (some say E is for Eating). Sick pilots have no place in a cockpit. Stress is commonplace in our fast-paced world, but there is a point at which it becomes so intense that it’s a distraction. Fatigue is a somewhat underrated no-go item. Many of us have flown when we’re not at our peak performance level. Alas, fatigue goes hand in hand with red eyes and transoceanic flights. But there are things that pilots can do to mitigate fatigue. Being well rested by planning ahead makes a big difference.
9. Running Out of Fuel. It truly is unbelievable how many pilots run out of fuel every year. It’s interesting to note that most of these incidents occur not because, say, the fueler didn’t put enough gas on board. Instead, pilots try to push it just a little bit too far, running out of gas just short of their destination. That darned “get-there-itis” bug tends to afflict pilots all too often when it comes to fuel. Who wants to make an extra stop, anyway? But that 30-minute fuel stop is better than the one you’ll have to make when your tanks go dry.
10. Mismanagement of Technology. Scientist and novelist C.P. Snow once said that “technology is a peculiar thing. It brings you great gifts in one hand and stabs you in the back with the other.” The mismanagement of technology is a pilot error that has come under particular scrutiny lately, as glass instrumentation has quickly been invading the cockpits of general aviation aircraft. Source

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.

What To Know About New Restricted ATP Qualifications Requirements Starting August 1, 2014

The Airline Transport Pilot license (ATP) is the highest achievement in aviation career. By the time you have reached this level you are now a professional pilot. The ATP is required in order to be the pilot in command for an airline, corporate flight department, or charter operator. Usually required for insurance reasons it signifies that you and you alone are ultimately responsible for the safety and well being of the passengers or cargo aboard your aircraft.

ATP Flight Training

The flight training for ATP is not much different in terms of maneuvers or procedures that you have already seen on your instrument, commercial and multi-engine check rides. The major difference is the standards you are expected to fly to. The tolerances are much tighter because at this point you are a professional pilot with a considerable amount of flight time and you are expected to be able to fly like a pro.

Training primarily focuses on polishing up your instrument flying skills it the multi-engine aircraft you will use for the check ride. If you do the training on your own it can be as little as 5-7 hours of prep. If you work for a large 135 outfit or 121 air-carrier its usually part of a FAA approved upgrade or transition training program.

ATP Testing

The test for the ATP is a demonstration of your multi-engine and instrument skills held to a higher standard.

The FAA Tests

Written
The written test for the ATP like all other licenses and ratings is an 80 question computerized test. The questions consist primarily of part 135 and 121 regulations, hazardous materials, high altitude and high-speed aerodynamics, and transport category operating and Performance Data.
Oral Exam
Again like the written the test the oral examination is taken to a highest level in your aviation career. With the examiner focusing on the regulations appropriate to your type operation, ie 121 or 135. Also included is an in-depth discussion of the test aircrafts various systems. This especially holds true if a company check airman is administering your check ride.
Practical Exam
The flight depending on your operation will be conducted in a multi-engine aircraft or flight simulator. The flight test is comprised mostly instrument procedures both multi and single engine. Other abnormal procedures may also be thrown in the mix with the simulator allowing fore more flexibility than a check ride in the aircraft. Like every other check ride aside from your instrument you will also have to demonstrate maneuvers such as stalls and steep turns.

FAA New 1,500 Hour Rule For ATP

As of Aug. 1, 2013, all U.S. airline first officers are required to meet much more rigorous minimum qualifications than have been in place for decades. The new requirements for airline copilots are intended to improve the safety of the U.S. airline industry and should also add value to pilots’ airman certificates.

The Final Rule

Directed by Congress, the Airline Safety and FAA Extension Act of 2010 called for increased minimum requirements for airline first officers.
The new rule mandates that airline first officers hold an air transport pilot (ATP) certificate or the new “restricted ATP.” An ATP certificate requires, among many other qualifications, that the pilot be at least 23 years old and have logged at least 1,500 hours of flight time.
The “restricted ATP” requires pilots to be at least 21 years old with
750 flight hours if they are military-trained and qualified,
1,000 flight hours if trained in a four-year college or university-accredited aviation training program leading to a bachelor’s degree, or
1,250 flight hours if trained in a two-year college aviation program leading to an associate’s degree.
Pilots who obtain their certificates and ratings via non-structured general aviation flight training can qualify for the restricted ATP at age 21 with 1,500 hours of flight time. Source

RESTRICTED ATP QUALIFICATION REQUIREMENTS

FAA Notice N 8900.225

Restricted ATP Requirements between 07/13/13 and 07/31/14

The Restricted ATP certificate is for multi-engine aircraft and can only be used to serve as a first officer at an air carrier.
All pilots must:

• Be at least 21 years old;
• Hold a commercial pilot certificate with an instrument rating;
• Pass the ATP knowledge test and practical test;
• Meet the aeronautical experience requirements of Section 61.160.
• Military pilots must:
• Have a minimum of 750 hours of total flight time as a pilot.
• Civilian pilots with 1000 hours of total flight time must:
• Be a graduate from an institution of higher education who holds a bachelor’s degree with an aviation major and has completed at least 60 semester credit hours of aviation course work;
• Have obtained the commercial pilot certificate and instrument rating from an associated part 141 pilot school.
• Civilian pilots with 1250 hours of total flight time must:
• Be a graduate from an institution of higher education who holds a bachelor’s degree or an associate’s degree with an aviation major and has completed at least 30 semester credit hours of aviation course work;
• Have obtained the commercial pilot certificate and instrument rating from an associated part 141 pilot school.
• Civilian pilots with 1500 hours of total flight and 200 hours of cross country flight time qualify.

Restricted ATP Requirements Starting 08/01/14

After 07/31/14, pilots pursuing a Restricted ATP certificate must also complete an ATP certification training program. The program will include 30 hours of ground training and 10 hours of simulator training. The program must be completed prior to being eligible to take the ATP written and practical tests. The 10 hours of simulator training will include 6 hours of training in a level C or D (full motion) simulator. According to the rule, this course will only be offered through Part 141, 142, 135 or 121 certificate holders, not allowing for Part 61 flight schools to develop courses and provide the training. Source

Aviator College Degree Program

Approved by the FAA for a Restricted ATP Certificate at 1250 hours

2 year Associates 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.

The school’s14 acre campus encompasses 37,000 sq. ft. Administration & Academic training facility is open from 7 am to 6 pm daily. The Flight Operations building is open 24/7 daily, rain or shine.

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Factors Affecting Pilot’s Ability To Fly Safely

The 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.

Antiauthority

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.

Impulsivity

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.

Invulnerability

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.

Macho

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.

Resignation

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

ATP Pilot Training, Expectations, and Salaries

Known as ATP or ATPL, the Airline Transport Pilot certificate is the highest grade certificate issued by the FAA. The pilot is solely responsible for the safety of the aircraft, cargo, and passengers on board. In order to become such a pilot, the candidate needs to be at least 23 years old in most countries — though the age restriction can vary by region and he or she and must first earn a commercial pilot’s license.

As of Aug. 1, 2013, all U.S. airline first officers are required to meet much more rigorous minimum qualifications than have been in place for decades. The new requirements for airline copilots are intended to improve the safety of the U.S. airline industry and should also add value to pilots’ airman certificates.

Pilots pursuing an ATP certificate after July 31, 2014, in addition to having 1,500 hours, will have to complete a new, yet-to-be developed, ATP certification training program. The program, consisting of 30 hours of ground and 10 hours of simulator training, must be completed prior to being eligible to take the ATP written and practical tests. The 10 hours of simulator training will include six hours of training in a level C or D (full-motion) simulator. According to the rule, this course will only be offered through Part 141, 142, 135, or 121 certificate holders, not allowing for Part 61 flights schools to develop courses and provide the training.

The new rule also establishes a new ATP certificate with restricted privileges for multiengine airplane only. The restricted ATP certificate can only be used to serve as a first officer at an air carrier. To obtain that certificate an applicant must be at least 21 years old, hold a commercial pilot certificate with an instrument rating, complete an ATP certification training program, and pass the ATP written and knowledge tests. For the restricted ATP certificate, applicants do get some relief as they are required to have at least 750 hours total time as a military pilot; at least 1,000 hours total time and a bachelor’s degree with an aviation major; at least 1,250 hours total time and an associate’s degree with an aviation major; or 1,500 hours total time as pilot.

Flight Training and Education

The most important step in preparation for a pilot job is flight training. Flight training can be expensive so the best thing students can do for themselves is to find the flight school that offers the best program for the money. One of the reasons is a recent announcement by FAA to substantially raise the qualification requirements for first officers who fly for U.S. passenger and cargo airlines.

Having a college degree is important when applying for positions. Although not strictly required, airlines like American Airlines prefer a college degree or equivalent. Since many pilots are former military officers, they will all have college degrees. Without a degree, your application may stay buried below more qualified applicants. The degree does not have to be an aviation related field of study. Many pilots have degrees in fields ranging from law to engineering.
Civilian pilots must go through rigorous flight training before they are finally rated for airliners. To fly large aircraft, a pilot must have an Airline Transport Pilot rating, or ATP ticket. In addition to having achieved all the lower ratings, there is also a requirement for total flying time and for time as Pilot-in-Command. Airlines favor former military pilots because of the quality training they receive. Once hired, pilots will receive extensive training for the aircraft they will fly and frequent recurrent training for the life of their career.

ATP Pilot Salaries

Airline pilot salaries are probably one of the most misunderstood aspects of the profession when discussed by the non-flying public. Pilots aren’t paid like any other hourly worker in other professions. Despite the fact that professional pilots work 8, 10, 12 hour+ days just like any other professional, they are only compensated for the time considered “in flight.” For most flying jobs, unless it’s a salaried position, that usually means that they are paid from when the parking brake is released at the departure point until the brake is set upon arrival at the destination.

The law says that pilots who work for an airline cannot fly more than 100 hours a month or more than 1,000 hours a year. Most airline pilots fly about 75 hours a month, and work another 75 hours a month at other parts of the job. When they are flying, airline pilots often stay away from home overnight. Airlines have flights at all hours of the day and night. This means that airline pilots are often asked to work odd hours.

The pay a pilot receives is based on many variables. Seniority, type of aircraft flown and whether the pilot is a Captain or First Officer all affect the pay level. The hours that a pilot may fly is regulated by the FAA. Most pilots will fly between 75 to 80 hours a month. Starting out, a 1-year seniority pilot flying regional small narrow-body aircraft can expect a range from $21 to $41 per hour. The same pilot flying narrow-body aircraft can expect anywhere from $30 to $75 per hour. The highest paying position will be piloting wide-body aircraft. The 1-year seniority pilot will earn from $30 to $75 per hour. But after 10-years seniority, this pilot can expect $99 to $235 per hour.

Pilot Shortage

As airlines plan to hire hundreds of new pilots, industry officials warn that a shortage looms because of retirements, greater training requirements and longer rest periods between shifts.

American Airlines, which is reorganizing in bankruptcy court while proposing to merge with US Airways to become the world’s largest airline, announced plans this week to hire 1,500 pilots over five years.

U.S. airlines estimated to need about 8,000 new pilots a year. Boeing and Airbus both have seen the pilot shortage coming for years and predicted that there will be a need for as many as a half million (yes, that many) new airline pilots over the next two decades – around the world, especially in the Asia Pacific region and India.

Aviator Pilot Training

Professional plots must now have first-rate knowledge and continually upgraded skills if they want to hear the word “Hired!” Pilots who train at quality aviation schools and who possess the technical knowledge, first-rate flying skills and a professional attitude will have the hiring edge!

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.

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