Airline Pilot Training

When speaking of airline pilots, you might immediately think of long flights that take you halfway or even around the world in hours. Airline pilots could be flying cargo or passengers.

Airline Pilots are paid in relation to the aircraft they are flying. A pilot flying jet aircraft would earn more than one who flies turboprops. They would earn upward of $100,000, depending on company policies.

Airline pilots have the advantage of a staff working together and behind them. They are generally not involved with any administrative aspects of flying. Most national carriers look for pilots with years of experience and an accident-free record. So pilots start off with commuter and/or domestic companies, acquire the required qualifications, and then move on to better jobs.

In some countries, it is mandatory for all civilians to serve with the Armed Forces for a certain duration. Here, one finds most pilots get their basic flying training; they are then able to take up commercial flying once they leave. From this platform, a pilot can branch out as per preference, fitness, etc. The other options for a pilot are charter flying, air-taxis, crop-dusting, flying doctors, search and rescue, etc.

To be a pilot, an individual needs a commercial pilot's license or certificate and flying experience. A pilot has to be eighteen years old and have good health, no physical handicaps, and 20/20 vision with or without glasses. First is the basic training, where a potential pilot learns the basics. This is followed by flying with an instructor, who puts you through various situations to help you to cope with emergencies, flies with you for 250 hours, and teaches the instrument rating--the ability to fly using instruments--and the multi-engine rating--the ability to fly aircraft with two or more engines. One needs to be fairly proficient with math and science, as progress in technology demands certain levels of technical expertise from its pilots. Civilian training is expensive, but it is an investment that pays rich dividends.

This profession is fascinating, and it never fails to delight those who actually fly the airplane. It is equally fascinating to the observer, who has high regard for the pilot's ability to take responsibility for so many lives and a multi-million-dollar piece of equipment.

Pilot Training [http://www.WetPluto.com/Airline-Pilot-Training.html] provides detailed information on Pilot Training, Helicopter Pilot Training, Airline Pilot Training, Commercial Pilot Training and more. Pilot Training is affiliated with Military Planes [http://www.Planes-web.com].

Airline Crash Kills 273 People

"Airline Crash Kills 273 People" was just one of the many headlines following the most deadly airline crash on US soil. What started off as a routine, daily flight between Chicago's O'Hare Airport and the Los Angeles Airport in California, ended in a horrific accident that killed 271 people on board and 2 residents who lived near the airport. There were also some who were injured by the flying debris from the crash.

The day was May 25, 1979. It was a clear and beautifully sunny day. There was a slight breeze blowing. The flight had been cleared for takeoff at 15:02. This appeared to be a normal takeoff. There was nothing out of the ordinary until the plane reached its takeoff speed.

That is when disaster struck. The pylon which was holding the number one engine to the wing of the plane broke off. Unbeknown to the pilots it had ripped a 3 foot section of the wing off. The plane had lost a portion of the wing and the engine. They were lying on the runway out of the view of the pilot and crew.

Since they were already at takeoff speed they continued take off procedures. They were aware that number one engine had failed, but there were back up systems to compensate for that problem. The control tower did not alert there was more to the problem.

When the engine failed it ruined the number one hydraulic system. The number three system had also been damaged and was losing a lot of fuel. When the engine fell off it took the compressor that operated the number 1 power bus., causing all of he captain's instrument panel to go offline. There were several back up and safety options that still could have kept the plane safely flying. The biggest problem is that the plane lifted 350 feet into the air, lost the engine and rolled, plunging it into the ground of an open field, all of which happened in about 50 seconds.

Even with all of the safety options available and in place, the wreck happened so fast that they couldn't be employed. All of this from the fact that the communication lines between the pilot and air traffic controllers failed due to human error.

Upon impact huge pieces of aircraft debris were flung into a trailer park in the area. There were 5 trailers, several cars, and an old aircraft hangar was destroyed. There was huge fireball that was caused by the leaking jet fuel. The smoke from this fire could been seen 17 miles away as the fire destroyed a lot of evidence, as well as the flight crew and passengers of Flight 191.

In the end the cause of the accident was improper maintenance procedures that were used by American Airlines. Many DC10 planes were grounded and later changed to transport planes. Not because of safety issues, but because there are now better and more efficient planes for passenger travel.

Don't let this happen to you with your remote control plane. Look out for others on the ground and in the sky. Best flying wishes.

Ready to Fly RC Planes [http://www.petesremotecontrol.com/planes.html]

If Turbulence Makes You Scared of Flying, Hear What a Pilot Has to Say About It

For many years when security wasn't as tight as it is today, as the Captain of my plane I would make it a policy to have the flight deck door open when passengers were boarding so that if they wanted to they could pop in and say hello or ask me something about the flight. Once they had settled I would welcome them aboard and give them some details about the weather, and when I'd finished that I'd say that if there were any children, or first time flyers on board then they'd be welcome to come up and have a chat and a look around the cockpit. Now I could almost guarantee what was going to be asked. And on the ground too passengers would ask " Is there going to be any turbulence?" Then in the air they'd re-phrase it to "expecting any turbulence Captain?"

Of course not every question was just that but enough were to make me recall it all these years into my retirement. Were they justified in asking that same old question? Of course they were from their point of view because it was important to them, but from mine it was almost irrelevant, if turbulence had been forecast there was nothing I could do about it and if it was forecast to be calm then it might change. I soon learnt though that my point of view was irrelevant and that the best thing I could do was to re-assure passengers that the prospect of being bounced around was pretty unlikely, although there was a slight chance of encountering little bit of weather later in the flight...but we'd be doing our best to make the flight as comfortable as possible for them.

Most passengers take the pilots words as absolute truths, so you have to be careful not to say something that turns out not to be true or they'll lose confidence in you as a pilot as well as a weather forecaster! For some reason most worried flyers think that it's harder to fly a plane turbulence than in calm conditions, perhaps they've seen a Hollywood movie where the star has had to fight the controls to keep his hero status...but in real life nothing could be further from the truth. Flying a plane in turbulence is like driving a car over a rough farm track rather than the highway..no harder, no easier...just different.

The causes of turbulence are simple...somewhere the flow of air over the land or sea is obstructed by something. And when that happens the air is displaced up or around whatever is in its way and instead of being smooth it becomes choppy. This happens in a river or the sea, when different currents collide with each other...the difference is you can see the waves in the water but you can't see them in the air. And it's the ripples in the air currents that is the reason for turbulence. Amazingly you'd think that the movement of the air (wind) would need to be quite strong to cause bad turbulence but the worst rough air I've flown in was when the wind was blowing at about 5 miles an hour. So what's the best thing to do under these circumstances? First and most importantly: fasten your seatbelt as tightly as you can bear it, and throughout the turbulence say to yourself. "Turbulence is uncomfortable but that's not the same as dangerous." and you'll soon be through it out into the smooth air on the other side.

The other thing you can do is remember that flying in turbulence is something that both the pilots and the plane can manage without effort.

Author Captain Keith Godfrey has been involved in aviation for over 50 years. He has amassed over 20,000 flying hours experience and now runs the internet's biggest web site to help people to overcome their fear.
Join him on his free Fear of Flying Social Network or learn more about airplane turbulence.

The Pilot Shortage - Is It Real and What Could It Mean?

Remember the scene in the film "Catch Me If You Can" when the airline pilots, dressed in their crisp, blue Pan Am uniforms, emerge from the cab, and stride slow motion into the New York City hotel, gorgeous flight attendants in tow?

That golden age of air travel image of the pilot-high pay, great benefits, free travel, public respect-has somewhat faded over time, and many in the aviation industry are concerned that there won't be enough pilots to meet future demands.

Over the past several years, some numbers and statistics have been released indicating that a so-called pilot shortage is indeed happening. Is there really a pilot shortage? And if so, what does it mean to the industry?

A Look at Some Numbers

According to the Federal Aviation Administration's U.S. Civil Airmen Statistics, the FAA issued a little over 55,000 student pilot certificates in 2011. That's up over 100 from last year, but still falls short of the almost 67,000 student licenses in 2001. In 2011, the FAA issued just over 8,500 commercial pilot certificates, down from a high of 12,299 in 2002.

Boeing recently published its "2012 Pilot and Technician Outlook," an industry go-to guide for accurate predictions of future air traffic volumes and demand. Boeing projects a need for approximately one million new commercial airline pilots and maintenance technicians by 2031, including 460,000 new commercial airline pilots and 601,000 maintenance technicians.

In their "pilot outlook," Boeing stated that a pilot shortage has already arisen in many regions of the world. Airlines around the world are expanding their fleets and flight schedules to meet growing demand in emerging markets, and Asia in particular is experiencing delays and operational interruptions due to pilot scheduling constraints.

Regulatory Reasons for the Decline?

If the number of new pilots is decreasing, while the need for them is increasing, what has caused the discrepancy? Some regulatory changes might be to blame.

The rise of regionals. The start could be traced back to 1978 when the Airline Deregulation Act became federal law, removing government-subsidized airfares and allowing free-market competition to drive down ticket prices.

Lower fares and competition among major carriers meant that airline unions lost some of their bargaining power. Lower profits drove some majors to drop point-to-point routes in favor of hub-based routing.

Regional airlines became more popular, but they hired less-experienced pilots for less than their colleagues at the major carriers. Today, a first officer at a regional airline starts out making around $25,000 a year - not exactly a competitive salary.

Retirement age extended. In December 2007, the FAA issued a statement extending the mandatory retirement age for commercial pilots from 60 to 65 years of age. When the new rule went into effect, there happened to be a wave of pilots preparing to retire, which could have paralyzed the industry with pilot shortages. The extension delayed many pilot retirements for five years to December 2011, and some believe all those pilots who began retiring towards the end of 2011 created an increase in demand for new pilots.

Rest requirements increased. Around that same time in late December 2011, the U.S. Department of Transportation and the FAA announced a new commercial pilot fatigue rest requirement. The new rule requires that every pilot rest at least 10-hours prior to a flight duty period - a two-hour increase over the old rules. The new rule also requires that a pilot must sleep uninterrupted for eight hours within the 10-hour rest period. The new rules in turn required many of the majors to hire thousands of new pilots to adhere to the new rest requirements, resulting in significant new hiring across the board.

Increase in flight hours. Another new FAA rule announced in February 2012 will require flight captains to have an additional 1,000 hours of flight time above the 1,500 to receive airline transport pilot (ATP) certification. Both captains and first officers will have to undertake additional training to receive the ATP, including 50 hours of multi-engine flight experience. The rule was enacted in response to the 2009 Colgan Air crash in Buffalo, N.Y. and will take effect in August 2013. The increased training hours will add significant time and cost to new pilots trying to graduate.

Other Possible Factors Fueling a Shortage

Expense of flight school. Over the years, financing a pilot education has become more expensive and harder to get a loan for. Flight school for commercial airline pilot training can cost as much as $80,000 - usually on top of already-existing college degrees. The military's G.I. Bill no longer pays for stand-alone flight training, and federal financier Sallie Mae now only provides tuition loans for certain flight schools because of high post-9/11 default rates.

Changes in the military. More pilots are opting to stay in the military rather than fly in the private sector. This has reduced the supply pool of military-trained pilots being hired by airlines. Also, the number of pilots in the military has greatly reduced, in part due to the increased use of Unmanned Aerial Vehicles (UAV).

Industry Outlook Looks Good

Despite the challenges outlines above, the future looks bright for the aviation industry as a whole. As the U.S. and world economy grows and airlines order thousands of new commercial jetliners over the next 20 years, the demand for pilots, mechanics and instructors will only increase.

As a new generation of airplanes takes over, airplane reliability will improve, maintenance check intervals will lengthen and the requirement for maintenance personnel will continue to expand with the size of the global fleet.

On the general aviation (GA) front, the FAA sees the demand for business aviation growing over the long term, and projects GA hours flown to increase an average of 2.2 percent a year through 2031.

For pilots, opportunities abound: The Asia Pacific region will demand an estimated 185,600 pilots. Europe will be second, requiring more than 100,000 pilots by 2031, and in North America, the demand will be for 69,000 new pilots in the next 20 years.

Is there a threat of a pilot shortage? Perhaps - but if so, it a reflection of growing demand for pilots, and that is a good thing for pilots and the industry.

As individuals, we can help stave off a future shortage by encouraging the next generation of potential pilots to go for it, train properly and take advantage of the career opportunities available to them. Because, despite changes in the industry, getting paid to fly a plane is still a pretty cool way to earn a paycheck.

Tango Yankee, LLC is the parent company of Business Aircraft Center and Danbury Aviation, a self- and full-service aircraft and pilot planning center located at Danbury Municipal Airport that includes aircraft management, hangar storage, tie-downs and plane detailing. Tango Yankee, LLC is owned and operated by Santo Silvestro of New Canaan, CT, who is a pilot and aviation enthusiast.

Visit Business Aircraft Center's website at http://www.businessaircraftcenter.com/

Flight Planning Importance and Benefits

Why is Flight Planning Important?

Flight planning is very important for any flight a pilot will undertake as it creates a recipe for the safest flight on a particular day for the specific aircraft in question. Of course, circumstances are never the same and therefore the calculations for each flight must be tailored to the individual aircraft. Whether a private flight or a commercial one, thorough preparation is needed prior to take-off and there are many careful details to be mapped out. The major points to be considered in a flight plan are that of fuel, weather and route. These details must be worked out in the best way to enable the aircraft to take the safest yet fastest route available and also to conserve fuel. Fuel is the most important aspect of flight planning and favourable weather conditions can actually assist an aircraft in making its journey using the least amount of fuel. Wind direction plays a big part in fuel consumption as wind that pushes a craft from behind or front can help or hinder a pilot in making the journey with minimum fuel.With the wind behind it, an aircraft will burn less than it would flying into the wind. Another concern when preparing for a flight is fuel costs. As they are now higher than ever before, companies are looking for ways to attempt to save fuel where possible.

What are the Benefits?

An effective flight plan will keep fuel consumption as low as possible, ensure a safe and efficient flight, limit risks and at the same time minimise expenditure. By minimising the risks and maximising savings, flight planning software today is at its highest level of sophistication and no matter the size of the company, there are many potential money saving opportunities. Thanks to the developments of the internet and technology, pilots no longer have to calculate a flight using their hands! The introduction of quality planning software not only saves money and time, but most importantly, save lives.

Benefits include:

• Saves airlines money.
• The latest software limits risk.
• Helps to keep fuel consumption low.
• Shortens the flight time.
• Helps to accurately pinpoint the amount of extra fuel needed.

Flight Planning and Extra Fuel

All flights need to carry not only enough fuel to complete the scheduled journey, but also a reserve amount to ensure that the craft can fly further afield if needed. Fuel must therefore be calculated to the closest possible gallon. There are times when a different airport may be needed due to disruption and this can make an alternative landing destination a much needed option for pilots. This is why it is crucial that pilots should account for extra fuel. The common circumstances in which an aircraft may be unable to land are bad weather which could cause visibility problems and technical problems with lighting or power. Although rare, other reasons may be security emergencies, fire or evacuation due to natural disaster. Another factor to consider when working out extra fuel allowance is that the aircraft may have to circle above the alternative airport for a significant amount of time. Flight planning needs to be very precise and extremely detailed to cover all eventualities.

Flight Planning

What We Can Learn From Asiana Airlines Flight 214

First, let's take a look at the actions of the pilots involved. Although there were four pilots aboard the aircraft, only two pilots were at the controls while the other two were relief pilots for the long flight. For pilot Lee Hang-Kook, it was his first time landing a Boeing 777. This, combined with the airport's automated landing system not working, created a scenario where the pilots were forced to visually guide the airplane in an effort to safely land this massive jetliner.

In addition, the plane was also flying too low and slow to the point where the pilots should have aborted the flight and a "go around" should have been taken for another attempt. Instead, the pilots not only failed to abort the landing but also failed to communicate their predicament until ~1.5 seconds prior to striking a sea wall and slamming into the runway.

So what can we learn from this? To me, the top 3 things businesses could learn from this are the following:

• Incorporating adequate training programs.
• Requiring effective communication from employees.
• Updating Procedures and Testing Requirements.

Every business must ensure that adequate training programs are incorporated that not only fosters effective communication but also an environment where work procedures and testing requirements are continually updated by employees based on lessons learned, especially when lives are at stake. Doing so would increase the likelihood that employees continue to work safely producing high-quality work for all stakeholders involved. Unfortunately, this was not the case with this recent tragedy, hence why I felt that several parties were at fault. Let me explain.

First, Lee Hang-Kook should not have been allowed land a massive jetliner like the Boeing 777 for the first time when passengers are aboard, especially when the more experienced co-pilot next to him lacked effective communication skills. This concept is similar to how people obtain their driver's license. When taking the driver's license test for the first time, it's only you and the instructor in the car going through several obstacles to ensure that you're ready to drive on public roads. The car is not filled with passengers and if you're guilty of driving incorrectly per the Department of Transportation guidelines, then your instructor is obligated to communicate and inform you of what you're doing wrong in an effort to correct the situation. If you're guilty of enough wrongdoings, you'll fail your driver's test and not be allowed to legally drive on public roads unless you retake the test at a future time and pass.

In gist, people have to first prove that they're capable of driving a vehicle prior to being allowed to carry passengers and drive on public roads. So if the requirements for obtaining a driver's license is this strict, shouldn't the requirements for flying an airplane be more strict, especially when many more lives are at stake? Maybe it's time that airlines require all pilots to pass a series of flying, landing, and communication tests with each type of aircraft prior to being allowed to legally fly that particular aircraft with actual passengers aboard. By incorporating more stringent training and testing requirements for pilots, airlines would not only increase pilot capabilities but also improve on safety, effective communications, etc.

Please note that although the pilots failed to effectively communicate with one another about the plane's dangerous situation until it was too late, I also felt that San Francisco International Airport was also at fault. Not only because the airport failed to warn the pilots of Asiana Airlines Flight 214 that they were flying too low and slow for landing but also because the airport failed to properly test their automated landing system, thus making it much more difficult to land the plane because the automated landing system was not functional at the time of landing.

Overall, a myriad of unfortunate events led to the tragic crash of Asiana Flight 214. Hopefully businesses take the lessons learned and continually work on improving training programs, communications, and updating procedures and testing requirements in an effort to prevent this tragedy from reoccurring.

Once again, to all those affected, my heart and prayers go out to you, your family, and friends.

http://www.successpenpal.com

http://www.bryanchau.com

What It Takes To Get A Pilot License

Learning to become a pilot is a major decision, requiring a great deal of time and money being invested. You'll want to be sure you're getting value for your money, so looking for the cheapest deal is not the best approach for choosing a flight instructor or flight school. You ll want to ensure that you complete your training in the most cost and time efficient way possible, and complete your training knowing that you've been trained to be a safe and competent pilot.

Taking The First Step...

The first step in the process is to know why you want to become a pilot so the flight school you choose can help you earn the appropriate license in the most time and cost effective way possible.

There are many reasons people want to be pilots. Some choose to become pilots as a career choice, while for others there's the sheer enjoyment of flying high above it all. However, flying is also a practical choice for personal mobility. For example, in Australia owning and piloting your own private aircraft is a necessity simply because of the distances involved in getting from point A to point B in the outback. Even in major urban centres of the USA, UK and other industrialized countries, being able to fly a plane you own, lease or rent is advantageous. Time is money, and being able to fly at 140 miles per hour or faster, flying as the crow flys and avoiding congested roadways shaves hours off a day's drive to the same destination. Even if the option were flying to your destination, being able to pilot a plane allows you to avoid the delays and inconveniences experienced by passengers boarding scheduled flights at air terminals. Being able to fly can also be a life saver in the event of natural disasters. Roads quickly become gridlocked during an evacuation, whereas the sky is almost always navigable.

Whatever your reason for becoming a pilot, there are steps you must go through to be certified to fly that includes education, training, qualifying and licensing.

Decide What Type Of Pilot You Want To Be...

The first step to becoming a pilot is deciding what type of flying you'll be doing. It will dictate what type of pilot license you'll need to earn, as well as what equipment it will have that you will need certification for.

There will be specific requirements for your pilot's license or certificate depending upon the type of aircraft you'll be flying. The choices range from various types and sizes of fixed wing aeroplanes to helicopters. Even if you plan to fly airships, you'll be required to have a pilot license.

The type of flying you're interested in doing is also a consideration that affects what training and certification be necessary. Pilot's licenses come in several types, ranging from a student pilot all the way up to an airline pilot licensed to fly passenger jets.

There are 4 basic types of pilot's licenses that are similar in most jurisdictions:

1. Recreational Pilot: Usually permitting the pilot to fly with friends and family aboard, and only valid for flights within the country of issuance.
2. Private Pilot's License: Fly only with friends and family aboard, but valid all over the world.
3. Commercial Pilot's License: Permitted to fly as a job, and valid all over the world. A commercial pilot's license allows the holder to fly large jet aircraft as well, but not as a captain.
4. Airline Transport Pilot's License: Permits the licensee to fly aircraft for a living anywhere in the world and includes the certification to fly jets as Captain.

Of the several levels of pilot's licenses, the most basic is a recreational pilot license. These licenses permit the licensee to pilot an aircraft anywhere within the country of issuance. However, depending upon the jurisdiction, the pilot may or many not be permitted to carry passengers, and could be restricted to flying only when visibility permits, such as daylight hours and during clear weather. Night flying, or flying any time instruments are required usually requires different certification.

Most aviation authorities also limit recreational and private pilot licenses to single engine aircraft, with twin engines necessitating additional training and certification.

The type of aircraft a pilot is licensed to fly will usually include restrictions; For example, a private pilot license does not permit a pilot to fly helicopters or turbo-jet power planes. A pilot licensed to fly jet aircraft will also be permitted to fly single and twin engine aircraft, but likely not a helicopter. Likewise, helicopter pilots are most often certified to fly only helicopters unless they have additional certification and/or a license to fly fixed wing aircraft as well.

The additional ratings and endorsements required to fly aircraft with specific equipment or under different circumstances are:

• Multi-Engine Rating: Permits the holder to fly an aeroplane with more than one engine.
• Instrument Rating: Permits the holder to fly at night, in clouds, and poor weather.
• Float Rating: Permits the holder to take off and land on water in an aeroplane equipped with floats.
• Instructor Rating: Permits the holder to teach other people how to fly, provided the holder has a license above that of Private Pilot.

Education, training, and licensing to become a pilot...

What is required to become a pilot differs from country to country. To operate an aircraft in the United States you must be licensed by the Federal Aviation Administration (FAA), which since 9/11 is part of the Department of Homeland Security (DHS). In Canada, pilot licensing is administered by Transport Canada under the Aeronautics Act, and the Canadian Aviation Regulations (CARs). While in Australia, there are two licensing choices, the RA-Aus pilot certificate and a CASA issued Private Pilot's License (PPL). In the UK pilot licensing is regulated by the Civil Aviation Authority (CAA), under the auspices of the Joint Aviation Authorities and European Aviation Safety Agency. Each member nation in the EU has responsibility for regulating their own pilot licensing. Likewise, virtually every other nation on the planet has similar administrative entities responsible for pilot licensing, each with their own certification process.

Requirements for pilots vary depending on the type of flying they will be doing. Generally you must have excellent command of written and spoken English, the language universally used the world over by airport controllers and support staff. In some jurisdiction though, a recreational pilot licensee may only need spoken and written command of one or more of the official, local languages. In all countries, graduation from a certified pilot training school is required.

Obviously the principle step to becoming a pilot is learning to fly an aeroplane. A potential pilot must complete ground school, which is basically classroom education, followed by flight training to earn any level of pilot's license.

If you wish to make flying a career and have your private pilot's license, you'll have to accumulated enough flight hours to obtain a commercial pilot's license. As a commercial licensed pilot you are able to offer your service as a pilot in exchange for a flat fee or salary.

Because it is necessary accumulate flight hours before you can acquire the license needed to fly larger aircraft used commercially, many pilots begin their careers working as flight instructors or flying sightseers in small planes. These types of positions allow them to accumulate flight experience without having to pay for the fly time themselves.

If your goal is to fly commercial, passenger aircraft, you'll need to have your Airline Transport Pilot (ATP) license. Major airlines typically require at least 3,000 hours total flight time, including at least 1,500 hours flying multi engine aircraft. At least 1000 hours of your flying time will have to have been as pilot in command (PIC) of jet turbine powered aircraft, preferably in scheduled airline flying. The flying time will vary depending on the airline, and may also be regulated nationally.

Medical Certificate Requirements...

You need a medical certificate before flying solo in any type of aeroplane, helicopter, or airship. It is recommended you get your medical certificate before beginning flight training. This will alert you to any condition that could prevent you from becoming a pilot before you pay for lessons.

If you are going to pilot a hot air balloon or glider, most countries do not insist on medical examinations. All you need to do is write a statement certifying that you have no medical defect that would make you unable to pilot a balloon or glider., or sign a preprinted document stating the same thing.

Most government agencies responsible for pilot licensing in their respective countries publish a directory that lists approved aviation medical examiners. Copies of the directory are usually available from air traffic control facility, flight service stations, the local pilot licensing administration and most flight training schools. Airport managers and aviation businesses may also be able to supply a list of aviation medical examiners.

Medical certificates are designated as first-class, second-class, or third-class. Generally, first class is required for airline transport pilots, second class for commercial pilots, and third class for the student, recreational and private pilots.

Medical certificates can be issued in cases where physical disabilities are involved, but depending on the nature of the disability there may be operating limitations.

It is required that all licensed pilots carry their medical certificate whenever flying.

Age Limitations...

There are usually minimum age limitations placed on anyone wanting to learn how to fly any type of aircraft no matter where you are applying for any type of pilot license. The minimum age can differ from country to country, as is the case with licenses to drive motor vehicles. It is usually 15 or 16 years of age for ground school, while the minimum age for flight training or to fly solo is 16 or 17. The minimum age to qualify for a Private Pilot License is age 17, sometimes 18.

There is no maximum age to learn how to become a pilot. However, it is required that all pilot license applicants meet the medical requirements to learn to fly in their country.

Student Pilot Training and Limits...

The rules limiting student pilots differ from country to country, but only slightly. For example, before flying solo you must be familiar with the local aviation administration rules, as well as the flight characteristics and operational limitations of the make and model of the aircraft you will fly. Your flight instructor will give you the materials you need to study, and then test your knowledge. If you pass, your instructor will endorse your student pilot's certificate for solo flight, meaning your instructor thinks you're competent to make solo flights.

As a student pilot, your instructor must review your pre-flight planning and preparation for solo cross-country flight and determine that the flight can be made safely under known circumstances and conditions. The instructor must also endorse your logbook before your cross country flight, stating you are considered competent to make the particular flight.

As a student pilot, you will not be permitted to carry passengers until you receive your recreational or private pilot's license or certificate.

Even after you graduate from student to recreational pilot, you will likely be restricted to fly within a specified number of nautical miles of the airport where you learned to fly. The distance differs depending upon the rules relevant to the licensing administration, but is usually between 50 and 100 nautical miles from the airport.

As student pilot, and usually even as a recreational pilot, you'll have to fly during the day, and you you'll probably not be permitted to fly through airspace where communications with air traffic control is required. Once you earn your private pilot license you will not have these limitations.

Summary...

Learning how to become a pilot is both time consuming and somewhat expensive, but the rewards are great. Before you commit to becoming a pilot, it is advisable to get a medical examination to make sure you get medical certification to take flying lessons. If you are medically fix to fly, you'll then need to decide what type of flying you will do before starting lessons as well. You also need to be sure you'll be able to make the time to learn to fly before paying for lessons. Lastly, you'll want to research flight instructors and/or flying schools to find one able to help you attain the level of pilot license you are going to need for the type of flying you will be doing.

This article suggests the steps and discusses the challenges you face learning how to become a pilot, but does so in general terms. As mentioned, different countries have different authorities that are responsible for licensing pilots, and each may have unique requirements, regulations, limitations, or additional certifications applicable to the various types of pilot licenses. It is recommended you research the process and requirements of your country regulating how someone becomes a pilot.

Len Bowcott of Optimial Internet Research Services is an SEO copywriter, writing articles for blogs and websites in both American and British English.

Lessons Learned - The Flight 401 Disaster

The acronym CRM is commonly understood to stand for customer relations management. It has another meaning however in the aviation world, Crew Resource Management. The job of flying a commercial aircraft from one airport to another can be likened to a project; it has a start date (departure), an end date (arrival) and delivers a unique product or service namely the safe transport of the passengers at their destination. CRM became a hot topic and important discipline in the aviation industry after the crash of Eastern Airlines flight 401 in the Florida Everglades in 1972. The television show Mayday aired a piece on this tragedy recently and I think the lesson learned by the aviation industry is one that can be applied to the project management profession.

Flight 401 flew from JFK in New York to Miami the night of December 29th, 1972. The airplane was a Lockheed L1011-Tristar, which as state of the art at that time. The flight crew was led by the Captain, Robert Albin Loft, and included Flight Engineer Donald Louis Repo and Co-pilot Albert John Stockstill. In addition to the standard cabin crew were Warren Terry, a co-pilot, and Angelo Donadeo a maintenance specialist. These latter were "dead-heading" to Miami. Dead-heading is airline slang for hitching a free ride to return to their home base. The pilot had 32 years experience flying for Eastern, and the engineer had 25 years experience. Although the co-pilot had much less experience than Loft, he had more experience with the L1011 and previous flying experience in the air force. This was the team in control of the cabin.

Flight 401 received permission from the tower to take off at 9:20 pm that night and proceeded south over Norfolk Virginia then over Wilmington North Carolina and then out to sea for the rest of the flight. The planes navigation system would bring the plane to "Barricuda point" over the Atlantic and then it would start its turn westward over West Palm Beach and then south to Miami. Shortly after take-off Warren Terry decided to move from the cabin to a vacant seat in first class which left Angelo Donadeo the lone "dead-header" in the cabin. Co-pilot Stockstill flew the plane while pilot Loft operated the radio. This was standard procedure for Eastern and was the way in which it gave its co-pilots flying experience.

Eastern Flight 401 arrived at the Miami airport at about 11:20 pm, behind National airlines flight 607. The National plane was directed to land on runway 9 right leaving runway 9 right for the Eastern plane. Just before landing the crew on flight 607 radioed the tower that they were having trouble with the landing gear in the plane's nose and were having to deploy it manually. They also asked that the airport have fire trucks ready for their landing in case they should experience trouble.

When it was Flight 401's turn to land a few minutes later the signal light for their nose landing gear failed to turn on. Stockstill asked Loft if he wanted to circle until the problem was fixed. After conferring with the control tower, Loft instructed him to circle. When Stockstill asks about retracting the landing gear Loft instructs him to leave it down and then pushes on the throttles to compensate for the extra drag. Loft did this even though Stockstill was still flying the plane.

The problem light was located on the co-pilots side of the plane but Stockstill couldn't reach the light because he was still flying the plane. The tower instructed Flight 401 to turn north and then west on a course that would take them over the Florida Everglades. The plane reached an altitude of 2,000 feet and then leveled out. Loft instructed Stockstill to put the plane on auto-pilot and then try to extract the light bulb so it could be replaced. Stockstill succeeded in extracting the panel holding the light and gave it to Repo so he could replace the bulb. Donadeo witnessed this transaction but says he did not see Repo replace the bulb with a spare. Repo attempts to replace the panel but inserts it sideways so the light is still inoperative. Loft orders Repo to inspect the landing gear visually from a small bay below the flight deck accessed through a trap door. As Repo is disappearing into the "hell hole" Stockstill is now struggling to remove the panel without success. The cockpit recorder captures the conversation which shows Loft's frustration with the malfunctioning light and the rest of the crew's laughter reveals that no-one is taking the incident seriously at this point. Stockstill is still struggling to extract the panel.

At this point an altitude warning is heard on the recorder but Loft and Stockstill are still completely focused on the landing gear light. Their discussion totally ignores the warning and focuses on the light, the likelihood it is merely burned out, and their certainty that the nose gear is down at this point. Repo appears through the trap door and announces that he cannot see whether the gear is down or not. Loft directs him to try again. Meanwhile, Stockstill has one hand on the steering yoke, which also controls the altitude of the plane by controlling the angle of the flaps, and one hand on the panel holding the light. Donadeo witnesses this as he moves to the bay to help Repo. Stockstill is heard on the recorder telling Loft that something has happened to the altitude. Loft's last words are "Hey, what's happening here?"

At this point, Flight 401 disappears from the controller's radar screen. A hail from the controller to the airplane produces no answer. The airplane had crashed into the Florida Everglades about 18 miles west north-west of Miami. It hit the swamp at about 220 miles per hour and slid for 1/3 of a mile breaking up into 5 pieces before finally coming to rest. Out of a total 176 passengers and crew, 103 died in the crash. Due to the quick response time and heroic efforts by an airboat operator by the name of Robert Marquis, who happened to be on the scene, and the Coast Guard 73 passengers were rescued from the swamp.

The National Transportation Safety Board (NTSB) is responsible for conducting investigations of all air incidents. Naturally more attention is paid to investigations of crashes where lives are lost like the Flight 401 accident and the NTSB brought all their considerable resources and expertise to bear on this crash. Their investigation began at the crash scene and they found the control panel almost entirely intact so were able to determine the exact time of the crash (11:42 pm), that the panel containing the nose gear indicator lights was jammed sideways in its receptacle and that the two light bulbs were indeed burned out. From the flight recorder they were able to determine that plane speed was 198 knots when the plan crashed and the throttles were in full forward position indicating that the crew had likely become aware of their situation at the last moment and tried to pull the plan up. The NTSB also had the assistance of Angelo Donadeo who had survived the crash.

Through the cockpit recorder, the physical evidence, and Donadeo's testimony the NTSB were able to reconstruct the accident. The plane had approached for a landing and deployed the landing gear. The indicator lights for the nose gear failed to light which could mean that the nose gear failed to deploy or the lights were malfunctioning. The flight tower orders them to change course to a path over the everglades and maintain an altitude of 2,000 feet while Loft orders Repo to visually inspect the landing gear. Good so far. Next, Loft tells Stockstill (who has control of the plane) to engage the autopilot. The plane maintains its altitude, then drops 100 feet, levels out, and maintains that altitude for 2 minutes. After that the plan starts a gradual descent. This descent is so gradual the crew doesn't notice and after 70 seconds the plane has only lost 250 of altitude. The 250 feet is sufficient to trigger a warning chime that can be clearly heard on the recorder but is ignored by the cabin crew, who are totally focused on trying to replace the burned out indicator lights.

The planes rate of descent, which had begun so gradually, gathers momentum. A further 50 seconds and the plane descends below the 101 foot level which triggers another alarm which the crew do notice, but by this time the plane is descending at a rate of 50 feet per second. Stockstill responds by giving the plane full throttle but the corrective action is too late and the plane crashes.

The autopilot is engaged by 2 switches on the control panel but can be disengaged by applying pressure on the control column (or yoke). The NTSB surmises that when Loft turned to Repo to tell him to visually inspect the nose gear he accidentally disengaged the autopilot by bumping the column. The autopilot does not become totally disengaged at this point but will maintain whatever altitude the pilot selects by pushing forward or drawing back on the column. Accidental bumps against the column account for the further descent of the plane.

The NTSB report recommended a number of technical improvements which might have prevented the tragedy. The visual inspection apparatus in the inspection bay proved to be too difficult to operate by Repo contributing to confusion in the cabin. The board recommended a change to the apparatus making it operable by one person (the pilot had to switch a light on which was located overhead, there was no evidence Loft did this). The altitude warning system sounds once and then flashes an orange light. At altitudes above 2500 feet this light flashes continuously, below 2500 feet it only flashes once. The board recommended it flash continuously at any altitude. The NTSB report noted the attention focused by the cabin crew on the burned out lights but made no further recommendations at that time. Subsequent incidents where pilot and/or crew error led to disaster, or near disaster, triggered the creation of Crew Resource Management (CRM) and a mini-industry sprang up to teach pilots how to maintain control of their crew and aircraft.

By this time you will be asking yourself "what in the world does all this have to do with me or any other project manager?" The answer, in a nutshell, is this: the same lack of focus by the leader which caused Flight 401 to crash can cause a project to crash. Project managers can learn some lessons from that tragedy and employ some CRM strategies of our own.

The fact that stands out above everything else in this tragedy is the focus of the entire cabin crew of that airplane, including the pilot, on two burned out light bulbs: total value $12. Cost of the lack of focus on flying the plane: a $15M airplane plus 103 lives. The lesson is clear; the project manager cannot lose focus on the overall project goals and objectives because of the failure of a minor task or deliverable. The pilot on an aircraft has overall responsibility for the success of the flight and the safety of the passengers and crew. The project manager has overall responsibility for the success of the project, although the responsibility seldom extends to personal safety. The pilot has command of the cabin crew and is responsible for assigning tasks to that crew in such a way that the airplane reaches its destination safely. The pilot cannot afford to lose focus on that responsibility because the crew is struggling to resolve a relatively minor technical issue. As it turned out, the landing gear was down and the plane could have landed safely. The crew either knew this, or strongly suspected it because they were examining ways of changing the light bulbs. If Loft had assigned the replacement of the bulbs to Stockstill or Donadeo (he was in Loft's charge) he could have focused on flying the plane and averted the disaster.

Project managers should accept the responsibility of meeting the overall goals and objectives of the project. This means that when a build fails, or trouble reports mount, or a new application doesn't meet performance expectations we cannot become so bogged down in correcting the situation that we lose sight of the overall project. We must make intelligent use of the resources given to us to meet project objectives. Assign investigation of the causes of the failure to someone on your team who has the necessary experience and knowledge and then trust them to deliver. If you haven't got such a person on your team, approach your sponsor and ask for the resource. Don't allow a sense of responsibility for fixing all the problems on your project to detract you from your primary responsibility: overall project success.

If ever you find yourself in the position of wanting to get down in the trenches and get your hands dirty resolving a technical problem that is plaguing your project, remember the experience of pilot Robert Loft. Don't let your stakeholders down and crash the project by focusing on a $12 part rather than a multi-million dollar project.

http://threeo.ca/pmpcertifications29.php

What Are the Types of Pilot Licenses You Can Take? - Private Pilot Flight School

If you have been developing an interest in becoming a pilot then you will be interested in knowing that you have quite a selection of pilot categories to choose from. You will be best able to determine the most feasible for you by learning the basics about each of them and seeing which one best suit's the goals you have set for yourself.

You must understand two major categories. First of all licensing for flying are issued by the Federal Aviation Administration. They are the governing body and have set the syllabus for the flight courses. All of their rules and regulations must be strictly adhered to. The first requirement is obtaining a certificate and the second part is the training. The type of certificate you require will depend on what type of Pilot you are going to become. It is the certificate that dictates your restrictions. When you hear reference to a rating this is applicable to the various types and classes of aircraft you will be able to pilot.

-Flight Instructor, Airline transport pilot or Commercial pilot will afford you the possibility of making a career out of your Pilot training.

Private pilot, recreational pilot, sport pilot, and student pilot licenses all have their own restrictions attached to these certificates and for the most part, you will not be able to earn a living as a Pilot in these categories.

When it comes to ratings these are applicable to the three categories that you can use for a career as well as the Private Pilots. The ratings refer to the aircraft such as airplanes that are single engine land, single engine sea, and multi engine land. There are ratings for instrument, glider and rotorcraft or helicopter.

Many individuals first entering into the world of flying opt for their Sports Pilot license. This license is for pleasure flying lightweight aircraft. Your training will entail 20 hours of flight time and a written exam as well. There are several restrictions to this type of license as it is designated for pleasure only. You will not be allowed to fly in air space that is controlled by air traffic control towers such as those situated at the airports. In addition, you will only be allowed to fly during daylight, and in perfect weather conditions. You are restricted to no higher that 10,000 feet.

If you decide that you would like something with a few less restrictions then you could consider a Recreational Pilot license. The requirements are very similar to a Private Pilot license but have more limitations. One interesting note is that Sports Pilots have more choices as to the types of aircraft they want to fly as opposed to the Recreational Pilot. This pilot is restricted to a single engine aircraft and helicopters with specific horsepower. The plane can be a maximum of four seats but the recreational pilot is only allowed one passenger at a time. It would be well worth contemplating between a Sports Pilot and Recreational Pilot, as there are still significant restrictions on both, but a fair amount more training and costs for the Recreational Pilot.

Discover the fastest and easiest way to obtain your pilot license now:

Visit PrivatePilotDVD.com below:
- flight training

With over 2000 pages of private pilot handbooks, JAR/FAA manuals, test prep and training videos, getting your pilot license has never been this easy!

How to Learn to Fly - The Basics of Flight Training

Every airline pilot had to start somewhere. In learning to fly the first step is to schedule an introductory flight, which is usually a 30 minute flight and costs about $50.

If you are excited about your introductory flight and want to continue, the next step is to see an aviation medical examiner who is a doctor in your area approved by the aviation authorities (FAA) to issue a medical certificate to pilots. Class 1 is for airline pilots, class 2 is for commercial pilots (paid to fly), and class 3 is for recreational pilots. If your goal is to one day become a commercial pilot, it is good advice you to go for the class 1 or class 2 certificate to make sure you qualify.

The private pilot license, commonly called the PPL, is the first license to obtain as a pilot. You cannot fly for pay or hire using your private pilot license. You can fly all by yourself the same way a driver's license lets you drive a car by yourself.

Training for a PPL in the US will cost you about $4000-5000 through a flight school but the cost would be spread over your course of flight training. As flight training is normally charged per hour of flight and you will pay as your training progresses.

There is one thing you should take into consideration; you need to have the time and money to learn to fly at least one-to-two lessons per week (a typical lesson is one-to-one and a half hours long).

You will have to pass a theoretical flight school exam, a 60 question multiple-choice test with three alternatives.

The average part-time flight school student will complete his/her private pilot license in 3-6 months. The flight exam (check ride) is conducted through an authorized examiner and consists of an oral quizzing (typically 1-2hours), and a flight test (typically 1 and a half hours).

Commercial pilot students need to obtain an instrument rating through which you will learn to fly solely by reference to the aircraft's instruments. This is a rating added to the certificate you will already hold. Before starting the instrument rating course you have to complete at least 50 hours of cross-country flying (flying from one airport to another airport at least 50 nautical miles away). The course itself is a minimum of 40 flying hours in actual or simulated instrument conditions.

Part-time flight training students can normally complete the course in 4-6 months. A full-time student learning to fly can complete the course in 2-3 months and it will cost approximately $5000-6000 to complete in both cases. The 50 hours of cross-country flight training is not included in this flight training price estimate. The instrument rating too has a theoretical exam of 60 multiple-choice questions. The flight test (check ride) is conducted by an authorized examiner and consists of an oral quizzing (typically 1-2 hours) and a flight test (typically 1 and a half hours). Most airlines and other aviation companies conduct flight training / airline training tests and simulator checks together with interviews. The typical career path in the US is to go from student pilot to flight instructor to regional airline (or minor cargo) to major airline pilot (or major cargo operations like FedEx and UPS).

Commercial Pilot License and Multi Engine Rating. To get a commercial pilot license (CPL), you have to be at least 18 years of age. There is no upper age restriction other than the ability to pass a class 2 medical exam. You must have logged a minimum of 250 hours of flight time in your logbook. The CPL flight training course can be included in these 250 hours. You also have to complete at least 10 hours of training in a complex aircraft (an aircraft with retractable landing gear, flaps and variable pitch propeller). There is also a 100 question, multiple-choice, theoretical exam.

In the learning to fly process, a flight training examination (check ride) must be passed comprising of an oral quizzing (typically one-to-two hours) and a flight test. The flight training test is often broken into two flights; one flight in your regular training aircraft to demonstrate your general flying skills, and one in a complex aircraft. After getting your commercial pilot license many students add the multi engine rating to their certificate. The typical flight training aircraft is a small, two engine, aircraft. The multi engine flight training course student learning to fly takes approximately 10 hours. The flight examination (check ride) consists of an oral quizzing and a flight test by an authorized examiner.

Becoming a flight instructor. There is a large gap between the experience level obtained as a newly examined commercial pilot and the experience level required to be an airline pilot. Most aspiring professional pilots fill this gap by becoming a flight instructor. The idea here is you learn best by teaching others.

There is one more certificate you can obtain after your commercial license (CPL) - the Airline Transport Pilot License (ATPL). This is required for any captain to pilot any aircraft with more than one pilot (all airlines and many commercial operations). Almost everyone can learn to fly and become a pilot. It is mostly a question of motivation, determination and discipline. But before you do anything - do like all great pilots do - do your research and proper planning. Your first step should be to visit your local flight school, aviation school, aviation college, etc., talk with pilots, shop around for the flight school or aviation college you think suits you. Hope this helps and Best of Luck to you on learning to fly!

Learn to Fly with Orion Aviation
Visit the Official Website
http://www.orionaviation.net
Phone: 760-476-9028

Air Charters: A Different Type of Flying Experience

When you think of air charters, you may tend to think of them as unaffordable, unnecessary, and perhaps impracticable. However, air charters offer a different type of service as well as a different type of flying experience.

We can start with the obvious benefits air charters have over airlines. Of course there's the airport itself. The amount of time and effort involved before even boarding the plane is a hassle. With ever-increasing wait times and delays, flying is losing its once prestigious way of travel.

Imagine being able to bypass the wait times, security lines, and regulations. Better yet, add the option of having your own plane, choosing your destination, and departure time. Air charters are great since they offer a different type of flying experience.

To start, since the planes are smaller, flights originate from regional and local airports. There are thousands of these airports across the country. Many of us are probably unaware of how many of these airports are near where we live, work, or where we are planning to go. Therefore, choosing your departure is closer than you may think. Not only do we have more choices in choosing a departure, we also have the option of choosing the time to depart. And once you arrive at the airport, your crew is waiting for you to board- right away!

The type of planes offered by air charters vary according to passenger size, speed, and weight. A charter can offer anything from a single engine Cessna which can carry 3 passengers (plus pilot), to a commercial jet which can carry as much as any airline.

The flying experience is quite exceptional. Excluding luxurious amenities offered in business jets, the ride can be quite spectacular. Smaller planes can fly at lower altitudes and have fewer restrictions as far as their flight path. Your pilot (or crew) may even turn your flight into a scenic adventure.

The general conception of air charters is that the flights are expensive. While this may be true in certain regards, in other cases it is not. Most air charters price flights at an hourly rate. Others may offer rates on pre-defined flights. Many offer discounts based on the number of passengers. Lastly, many charters offer discount on empty leg seats.

You have more options out there than you may think. When choosing your next vacation or destination, take a look and see the many options that air charters can offer you. You'll be surprise to know there's a few companies to choose from where you are right now.

iFlyCharters provides passengers to view and search various type of flight listings from charter airlines and pilots throughout the United States. Visit our website at [http://www.iflycharters.com].