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ATP Pilot Comes With Highest Responsibility and Extensive Flight Training

ATP Pilot Comes With Highest Responsibility and Extensive Flight TrainingAn 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

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
Pilot Training Program With Aviator Flight Training Academy 259 Flight Hours

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Aviator Flight Training Academy Time Building Packages

Aviator Flight Training Academy Time Building PackagesIf flying is your passion and you want to learn to fly, be prepared to know that flight training doesn’t come cheap. For this reason, you need to know what type of aircraft you want to fly, what type of pilot license you want to earn so you don’t waste your money. Once you are set on the type of flying you want to do, the next step is to decide when and where you should do flight training. Your choice of a flight school will 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.

Do not make the mistake of making your determination based on financial concerns alone. The quality of flight training you receive is very important. Prior to making a final decision, visit the flight school you are considering and talk with management, instructors, and students. Evaluate the items on the checklist you developed and then take some time to think things over before making your decision.

After you have decided where you will learn to fly and have made the necessary arrangements, you are ready to start your training. An important fact: ground and flight training should be obtained as regularly and frequently as possible.
 

Florida Flight Training School

Aviator College – situated in the beautiful city of Ft. Pierce, Florida, is the perfect place to embark on your flight training career. It is a fully accredited flight school with state-of-the-art facilities and a modern fleet and equipment. Once you tour our facility, you will see for yourself that not all flight training schools are the same – Aviator College is one of the best flight training schools in the country.

Aviator flight training fleet consists of 10 multi-engine and 26 single engine aircraft

The Aviator fleet is made up of multi-engine and single-engine aircraft. The primary aircraft used in our training programs are the Beechcraft BE-76 Duchess, Piper Warrior III PA-28, and the Cessna 172 Skyhawk, all are well known as training aircraft the world over. Our fleet also includes a Piper Arrow and a J-3 Cub. All aircraft are maintained in our maintenance facilities located here at the St. Lucie County International Airport. We average more than 35,000 hours of flight time per year. They are all equipped for VFR and IFR flight per FAR 91.205 (except the J-3 Cub which is VFR Day only) assures maximum retention of instruction and the achievement of proficiency.

The Aviator Flight Training Academy 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 Time Building

Our “Twin-Time Pilot” program offers 100 hours of Multi-Engine flight time anywhere within the Continental United States and the Caribbean. Aviator’s twin time program operates 24 hours-a-day, (24×7) rain or shine.

Lacking actual IMC flight time? Aviator encourages flights into IMC. We operate a fleet of Beechcraft Duchess, the majority of which are fully equipped with weather radar, Garmin 430, HSI, DME, and Intercoms. Fleet of aircraft are now being converted to EFIS systems “Glass Cockpit”

50 hr. Multi Engine time building $ 6,292.50
75 hr. Multi Engine time building $ 8,955.00
100 hr. Multi Engine time building $ 11,617.50

Price Includes 5 hour Check out, Sales Tax, Insurance, & Fuel at $5.00 per gallon
Housing available for $ 650.00 per month or less

150 hours Multi Engine Time – Multi Engine Rating

Multi Engine Instrument Rating & Multi Engine Commercial
$ 29,995.00 Special!

Price includes flight instruction and all ground instruction
Course time is eight weeks or less
*Eight weeks of housing is Included
Writtens and Checkrides are extra
* To enroll you must have your PPL and 100 hours Total Time

Contact Aviator

Multi Engine Flight Training And Time Building

Multi Engine Flight Training And Time BuildingAn applicant for a multi-engine rating is usually already a private pilot or commercial pilot. Most flight school and insurance companies have a minimum flight time for the mult-engine rating, usually somewhere between 5 to 10 hours of dual instruction.

FAR 61.63(c) Additional class rating. Any person who applies for an additional class rating to be added on a pilot certificate:
  • Must have an endorsement in his or her logbook or training record from an authorized instructor and that endorsement must attest that the applicant has been found competent in the aeronautical knowledge areas appropriate to the pilot certificate for the aircraft class rating sought;
  • Must have an endorsement in his or her logbook or training record from an authorized instructor, and that endorsement must attest that the applicant has been found proficient in the areas of operation appropriate to the pilot certificate for the aircraft class rating sought;
  • Must pass the required practical test that is appropriate to the pilot certificate for the aircraft class rating sought;
  • Need not meet the specified training time requirements prescribed by this part that apply to the pilot certificate for the aircraft class rating sought unless the person holds a lighter-than-air category rating with a balloon class rating and is seeking an airship class rating and
  • Need not take an additional knowledge test, provided the applicant holds an airplane, rotorcraft, powered-lift, or airship rating at that pilot certificate level.
FAA Multi-Engine Add-On Training

Why learn to fly multi-engine aircraft?

  • Extra Engine – additional engine means additional safety, redundancy
  • Faster Travel – ability to travel faster to a destination
  • Career Building – multi-engine experience required prior to entering professional aviation industry
  • Personal Challenge – upgrade your knowledge, judgement, and piloting skill
What are the requirements for the Multi-Engine Land add-on?

There are no minimum time requirements for the MEL class rating, however, only an instructor sign-off for both flight and ground training. The Multi-Engine Land rating is “added on” to your existing Single-Engine Land Private, Commercial, or ATP certificate. For the full add-on, both VFR and IFR operations will be emphasized, however, there are options for VFR Only and Center-Line Thrust restricted certification.

Generally, the multi-engine training course is at minimum 10 hours of flight time in the Piper Seminole and 5 hours of ground training with an MEI. Depending on proficiency, availability, and skill, you may need more than the recommended minimum times. Also, there is no additional written exam for the add-on, only the required oral and flight exams.

Multi Engine Time Building From Aviator Flight Training Academy

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 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.

Build Multi-Engine Time

Our “Twin-Time Pilot” program offers 100 hours of Multi-Engine flight time anywhere within the Continental United States and the Caribbean. Aviator’s twin time program operates 24 hours-a-day, (24×7) rain or shine.

Lacking actual IMC flight time? Aviator encourages flights into IMC. We operate a fleet of Beechcraft Duchess, the majority of which are fully equipped with weather radar, Garmin 430, HSI, DME, and Intercoms. Fleet of aircraft are now being converted to EFIS systems “Glass Cockpit”

50 hr. Multi Engine time building $ 6,292.50
75 hr. Multi Engine time building $ 8,955.00
100 hr. Multi Engine time building $ 11,617.50

Price Includes 5 hour Check out, Sales Tax, Insurance, & Fuel at $5.00 per gallon
Housing available for $ 650.00 per month or less

Featuring Beechcraft Aircraft
Garmin

Our airplanes are maintained under 100-hour inspection programs which are provided by our own maintenance facility. If you are interested in acquiring additional ratings, please call our office for a quote. If you are not seeking an additional rating there is a 5 hour checkout billed at our dual rate that you will do with one of our highly qualified instructors. This checkout will include 5 hours of dual flight time and ground instruction on the airplane’s systems and procedures. The 5 hour checkout and the additional ratings (up to 10 hours) are flown within 50 hours. This checkout will come out of the first 5 hours of your time building time. We offer insurance for $1.00 per flight hour, which will cover the $ 5,000.00 deductible for any damage that may occur during your flight.

What To Know About Multi Engine Flight Training

February 4, 2014 Leave a comment

What To Know About Multi Engine Flight TrainingIt is a generally accepted rule that the larger or the heavier the plane, the easier it is to fly or navigate it in the sky. With twin-engine planes, there is two of everything.
There are 2 things the multi-engine pilots must do.

  1. Know and Understand the systems in the plane
  2. Know and apply procedures

Although twin engines mean extra engine foe safety, statistics indicate that per amount of exposure, there are more fatalities in twins than in a single engine planes.

If you want to fly higher, farther and faster, you’ll need an airplane multi-engine rating in addition to a private pilot certificate or commercial pilot certificate. The multi-engine rating is also a necessary step for any professional pilot, and is known to be one of the more enjoyable (albeit expensive!) training programs during professional pilot training.
An applicant for a multi-engine rating is usually already a private pilot or commercial pilot. Rarely, a student pilot will choose to obtain a private pilot certificate in a multi-engine aircraft.

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

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

Multi-Engine Rating Training Steps:
1. Make Sure You’re Eligible

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

2. Skip the Knowledge Exam!

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

3. Start Flying

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

4. Take the Checkride

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

Muti Engine Safety Math

Per flying hour a Twin Engine Airplane compared to a Single is:

  • 2 times more likely to develop problems in ANY of its engines;
  • 4 times less likely to develop problems in TWO of its engines.

Surprisingly safety doesn’t improve significantly with 3 or 4 engines. A dual failure in the 3 engine types usually creates an unacceptable loss of performance. In the 4 engine types a dual failure on the same side creates a directional control dilemma.

The Pilot Makes All The Difference

Two engines are better than one, but …

Proficiency

Incompletely trained or rusty pilots can fly multi engine airplanes, but not safely. In normal operations they would be at least twice safer flying a single engine airplane. This is due to the higher probability of any of the engines failing in a multi and the consequences of not being prepared to handle those cases.

Oceans

Long over water flights are safer in multi-engine airplanes, but only with proper preflight planning. The pilot needs to make computations which prove that, in case of an engine failure, enough range is available to reach the destination, the departure, or the alternate airport. The computations should assume the worst possible moment for engine failure – the equal time point – and take into consideration existing winds and temperatures.

Mountains

Multi engine airplanes have a significant safety advantage over singles in mountain over flights. Again, this only holds true if care is taken to ensure that a takeoff and flight at safe altitudes above peak levels is possible after an engine failure.

Myths

Given the above no wonder there is a popular saying “If an engine fails in a twin the remaining engine will only carry you to the scene of the accident.” Obviously this is not true for airline operations as well as for private pilots who take the time and effort to stay proficient in engine out operations. Source
http://www.pilotratings.com/multi-engine.html

Airline Pilot Training Programs

200 hours Multi-Engine
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
  • Multi-Engine Instrument
  • Single-Engine Instrument
  • Multi-Engine Commercial
  • Single Engine Commercial
  • Multi-Engine Flight Instructor
  • Instrument Flight Instructor
  • Single Engine Flight Instructor
  • 200 hours of Multi-Engine Time

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

Contact Aviator

Multi Engine Rating For Professional Pilot

January 13, 2014 Leave a comment

Multi Engine Rating For Professional Pilot

Pilot Ratings

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

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

Multi-Engine Rating

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

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

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

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

1. Eligibility

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

2. Knowledge Exam!

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

3. Accumulating Flight Hours

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

4. Take the Checkride

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

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

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