Dr. Mary Ann O’Grady

Typically, prospective students who are considering careers in the aviation industry tend to contemplate becoming pilots through aviation colleges which offer five essential pilot ratings as follows: private single engine, instrument rating, private multi-engine, commercial single and multi-engine, and certified flight instructor (CFI). In addition, the best aviation colleges usually offer courses in both fixed wing and rotary (helicopter) endorsements. This provides their students with a greater range of career opportunities.

Since prospective aviation students can anticipate a considerable investment in time and money, it is wise to investigate what financial assistance or funding is available when embarking on a lucrative flying career. Student loans, PELL grant funding, and scholarships are just a few of the types of financial assistance that are offered to qualified students by federal sources, public and private entities that can be found on the college websites and/or on individual scholarship websites.

When conducting a review of the best aviation colleges in the US, there are several criteria to take into consideration before making the commitment to enter their aviation program:

• The location of the college.
• The dynamics of the learning environment.
• The learning objectives and practical application of the degree program(s).
• The state of the training facility.
• The job opportunities offered or guaranteed before or after successful graduation from the program.

In addition, here are some questions to consider when entertaining prospective aviation colleges:

• Do you want to attend an aviation college that is local to your permanent home residence to avoid living on or off campus, away from home, which will incur additional room and board expenses?
• What is the instructor to student ratio? Is it relatively small to avoid becoming lost in a cavernous lecture hall with little or no interaction with your instructor?
• Specifically, what are the learning objectives of the degree program that is of interest to you? And what can you do with it (practical application) once you have graduated?
• Are the training facilities state-of-the-art with access to the most updated flight simulators, aircraft, and avionics for example?
• Does the college-of-interest guarantee job placement either during enrollment in their degree program and/or following graduation?

Each college publishes their general policies applying to all degrees as well as the minimum requirements for each degree program, such as a minimum of 120-semester credit hours numbered from 1000 to 4999 for all bachelor degrees; the minimum GPA requirements for all coursework for the major as well as for all work taken at the college; and whether a major, composite major or dual major are required with a completion of the specific requirements for one of the bachelor degrees offered by the college. Many universities have extended their programs beyond the traditional on-campus classes to include online courses and/or hybrid courses. Generally, however, there are limitations for the number of courses that can be completed online as well as which courses (major versus non-major/elective) as well as the number of the level (lower division, 1000 to 2999 versus upper division 3000 to 4999) of the courses that must be completed. Coursework and degree program questions, as well as financial aid, can be directed to the academic advising office, the registrar’s office, and/or the financial aid office via telephone, email, or website link.

Researching the anticipated investment in time and money required to enter and to remain in an aviation degree program and the financial assistance that is available to qualified students is important. Investigating the salaries and career potential to recoup that payout is also of vital importance. According to the U.S. Bureau of Labor Statistics, the demand for commercial pilots is expected to increase by approximately nine percent through 2022. The median/average salary for commercial pilots is estimated to be $75,000.00. In some cases, this may be only part-time in nature which leaves other income opportunities, such as serving as flight instructors, military pilots, corporate pilots, aerial photography, news or traffic reporting, fire-fighting, and tourism. Another career consideration is to create a niche for yourself if such a niche does not yet exist, like opening and operating an aviation-related business such as a flight school or your own service ferrying aircraft for clients. This allows you to utilize the skills learned when completing a multiple-disciplinary bachelor’s degree.

The Internet provides access to a myriad of aviation-oriented websites. These sites give a significant amount of data and information regarding the business projections for aircraft manufacturers, aviation careers, commercial and private pilots, and so forth. And the FAA website offers information pertaining to certificates, licenses, regulations, policies, aircraft, pilots, and unmanned aircraft systems. Although the Internet allows prospective students a tremendous amount of latitude regarding a virtual tour of aviation colleges, at times it is more advantageous to schedule an in-person tour of the college(s) that have been “short-listed.” This can help you gain a better sense of the learning environment and facilities to ensure the most successful student experience.

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Jennifer Payne

Pilots have been underpaid, leading to overworked and fatigued pilots, which creates a shortage of qualified applicants. Has aviation finally learned that low wages are hurting the industry?  It first needs to be clarified that this is the starting commercial airline pilot salary for all pilots. At the beginning of every pilot’s career, they must start at the bottom, as with any other business. For pilots, this is the commuter airlines or regionals. When a pilot is hired on with one of the major airlines (Delta, American, Southwest etc), they are not considered “starting pilots,” and that is the next step in their careers.

Since 2001, the aviation industry has had a surplus of pilots and the economic downturn of 2008 did not help with the shrinking airlines. Add the economic downturn to the Federal Aviation Administration (FAA) increasing the retirement age of pilots from 60 years to 65 years of age, and this created a scenario that forced many pilots and those interested in becoming a pilot out of the industry.

Since the “65 rule” passed in 2007, there have been very marginal retirements at the top of the industry, stranding pilots in their current position. As of 2012, the seniority list has begun moving with the retirement of those pilots. This has allowed for the industry to begin moving forward again, giving a positive outlook for pilot’s future. Due to the shortage of pilots created from a stagnant 5 years, lower paying pilot positions have become harder and more costly to fill. Pilots feel that if they do not like their job, there are plenty of other opportunities out there.

With the shortage of applicants today, the aviation industry is finally starting to see honest requirements when looking for and hiring qualified pilots. According to Kit Darby, a retired pilot who consults on pilot hiring trends, regional airlines have increased pilot recruitment through offering signing bonuses of $5,000-to-$10,000. Although that has helped, sadly, the starting commercial airline pilot salary at the majority of regionals still remains low, often being anywhere from $16,000 to $25,000 (Carey & Nicas, 2014). Starting bonuses are a step in the right direction to helping the upward trend of pay for pilots, and recently SkyWest Airlines raised starting pay from $22 to $30/flight (“SkyWest Airlines Payscale”, n.d.)

With the increasing mandatory requirements, such as the 1,500 minimum hour rule, new fatigue and rest rules and lack of entry-level pilots, the industry needs to attract new talent now. With the rate of pilots retiring now and the lack of potential applicants due to high costs of schooling and previous years of low pay, it is becoming harder to fill the seats in the front of the plane. Now is a perfect time for becoming a pilot and joining the industry, due to the movement that is beginning to occur. Pilots entering the aviation industry today will possibly be paving the way for rapid movement up the totem pole to the major airlines, with better pay, experience, and benefits.

Get Started With Your Flight Training Today

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References:

Carey, S., Nicas, J. (2014, February 3). Airline-Pilot Shortage Arrives Ahead of Schedule. Wall Street Journal. Retrieved from http://www.wsj.com/articles/SB10001424052702304851104579361320202756500

N.A. (N.D.) SkyWest Airlines Payscale. Retrieved from http://www.skywest.com/skywest-airline-jobs/career-guides/flight-jobs/#/payscale

Stimulation by Simulation

Vern Weiss

A long time ago they discovered that training pilots could be done more efficiently if there were a means to duplicate the objectives of instruction given in an aircraft. Not only could pilot training be cheaper but some maneuvers could be accomplished without the window of vulnerability for hazards that comes with some training scenarios when attempted in an aircraft.

A Brief History of Flight Simulator Training

Very rudimentary ground-based simulators had been developed to teach pilots target practice during World War I. It wasn’t until a musical instrument manufacturer and hobby flier became dissatisfied with his own flight training that the first functional simulator became a reality. In 1927, Edwin Link used components from church organs to build his first simulator which featured spartan generic cockpit controls and instruments mounted on a movable platform. Other than erratic and wobbly instrument indications and movement of the student’s seat in the trainer, it provided little else. Even so, Link sold the idea to the military and manufactured some 10,000 of these Link trainers. The Link trainer remained the standard for pilot simulator training until the mid-1950s when Pan American Airways contracted the Curtiss-Wright Aircraft Company to develop the first full-motion, aircraft-specific simulator. At the same time, United Airlines bought the same simulator but added a visual display which was provided by a camera moving over a model of miniature cities and ground terrain.

Over the years the development of flight simulator training has steadily improved and its value increased. As aircraft operators noticed the cost-effectiveness of using such devices, government agencies took notice as well and began to offer “relief” from some pilot licensing requirements when simulators are used.

The Flight Simulator Training vs. Aircraft Issue

At the center of the simulator-versus-aircraft training issue is the credit toward pilot certification for one over the other. For the purpose of this narrative let’s confine our discussion to flight simulation that comes under the watch of the US Federal Aviation Administration. Other countries have their own governance such as the European Aviation Safety Agency (EASA) that define their own certification criteria. In order to receive FAA approval for use of a flight simulator, it must meet many design, functional and demonstrable requirements. In other words, the PC computer program, Microsoft® Flight Simulator does not satisfy those requirements. Although some maintain the program is helpful to pilots for casual use, it fails to meet the strict demands of the FAA regulations as a training tool.

The classifications of simulators have become confusing and sometimes clumsily blurred. In fact, there are over 30 such classifications worldwide! Simply stated, the difference in the classifications is this: If the simulator has a letter designation (i.e. Level “C” simulator) it moves and costs big bucks. If the simulator has a numerical designation (i.e. Level “5” simulator), it doesn’t move but still costs a lot of dough (although not as much). The higher the number or letter, the more sophisticated the device. Only devices that move are recognized by the FAA as “simulators.” Those that don’t are considered “trainers” or “devices.” The big difference is that full flight simulators can be used to meet most requirements of a pilot check-ride whereas partial credit for training hours is all you can expect from a trainer.

The 7 Levels of Flight Training Devices and 4 Levels of Flight Simulator

Level 1 flight training devices (FTDs) are no longer manufactured and those few that still exist have been grandfathered into the approval process, but it is unlikely you will encounter one today.

Level 2 FTDs are also no longer manufactured although some operators still use theirs that were grandfathered into the approval process years ago.

Level 3 FTDs are no longer approved however some continue to be in use. The FAA now considers those Level 3 trainers as “Advanced Aviation Training Devices” which is a new classification that we’ll cover later.

Level 4 FTDs consist of a touch-screen and are used only for procedural, navigation and flight management system training. Such trainers are generic and do not have any distinction between aircraft class such as single engine or multi-engine nor do they incorporate a control yoke. These are similar to what is known as a “cockpit procedures trainer” and today the FAA is only officially certifying them for use in helicopter training. They do exist for airplanes however their use is not approved for the training requirements of fixed wing ratings. Visual systems are not required.

Level 5 FTDs begin to look more like an aircraft and are configured with aircraft class attributes (single-engine, multi-engine etc). While Level 5 trainers are certified as representative of a generic single-engine aircraft, some manufacturers are producing Level 5 devices with specific attributes of a particular model of aircraft. Level 5 trainers require special FAA certification and a control yoke, but a visual system is not required.

Level 6 FTDs must be designed and certificated to provide you with accurate function as well as tactile, aerodynamic and spatial relationships (i.e. as you increase power you receive instrument indications of a commenced climb and increased backward pressure on the yoke requiring input and trim). A physical cockpit with accurate controls and instrumentation is required, but a visual system is still not required.

Level 7 FTDs must be model specific with all applicable aerodynamics, flight controls, and systems including a vibration and visual system. These trainers are presently only certificated for helicopters.

But wait! We’re not done yet!

A new classification of FTD has appeared on the scene: The Advanced Aviation Training Device (AATD) and the Basic Aviation Training Device (BATD). What makes the BATD and AATD confusing is that certification by the FAA is often subjective and without specific criteria as defined by regulation. To further muddy the water…although the BATD and AATD is a flight training device and not a simulator, it is not required to move; however, it might, depending on its manufacturer! Furthermore, even though an AATD may offer motion it still does not qualify under the FAA guidelines for meeting the requirements of pilot training in the same way that a full flight simulator would. An AATD can save up to a maximum of 10 hours of aircraft flight time toward your instrument rating and 2.5 hours toward your private license. Like any FTD, an AATD assists in making you more familiar so as not to require repetitive practice while an aircraft Hobbs meter is ticking away (which means: $$$).

What do the “Big Boys” (and Girls) Use for Flight Simulator Training?

Now that all this talk about the 7 levels has given you a headache, let’s add the coup de grâce to send you running for the aspirin bottle: SIMULATORS.

Mercifully there are only 4 categories of full-flight simulators, Level “A,” “B,” “C,” and “D.”

Level “A” simulators are now gasping and wheezing and nearly extinct. In fact, there are only about a dozen left. They’re required to provide motion of course but provide only rudimentary visual displays and less sophisticated aerodynamic modeling such as the properties of ground effect. Level “A” simulators are only certified for fixed wing aircraft and not helicopters.

Level “B” is slightly more sophisticated than Level “A” simulators although only a handful remain in the US. 80% of an FAA type rating may be completed in one, but the remainder of the check ride must be accomplished in an actual aircraft. These simulators provide you with a higher degree of aerodynamic feedback, physical movement on their motion bases and better panoramic visual displays. In addition to widespread use for airplane training, this is the lowest level simulator that is approved for helicopters.

Level “C” simulators are only slightly different than Level “B” simulators. The visual displays are improved and both feedback and response time is more realistic. Only Level “C” and “D” simulators are approved for a full pilot proficiency check. Other simulators can be used for instrument portions of your proficiency check, but credit is not given for the landing portion as is permitted in Level “C” and “D” versions.

Level “D” simulators are approved for use for a full type rating because of their sophistication. This is the highest level of simulator currently available. In addition to sound, these simulators can even generate smoke in the cockpit to simulate a system fire; no kidding! Full daytime and nighttime visuals are required as well as 150 degrees of up, down and horizontally accurate visual displays. Such simulators are incredibly expensive with a price tag that runs between $1 million to $40 million, depending on whether your shopping with coupons.

So What’s the Best Way You Can Save Money with Flight Simulator Training?

The answer to this question is simple: utilize some form of training device that will not only save money on aircraft rental/expense but also permit you to make mistakes, practice and repeat maneuvers until you are confident and comfortable.

Today there are a lot of different flight simulator training devices being manufactured and the question as to which one is best for you comes down to either an AATD or a Level 5 FTD. Right now the FAA credits more FTD training time toward your license when you use a Level 5 FTD than with an AATD. To be fair, however, there is an FAA Notice of Proposed Rulemaking (NPRM) to grant applicants the same credit toward a license or rating in either type of training device. What a student should not ignore is the enormous benefits offered in a Level 5 FTD over an AATD. A Level 5 FTD provides far greater fidelity in feel, response and performance and the experience is closer to what you experience in a real aircraft. At the same time, the Level 5 FTD is aircraft specific whereas an AATD is generic and is to flying like foosball is to playing real soccer.

The bottom line is that Level 5 FTDs provide better quality training because the perceptions are well defined. In the event that the NPRM does not become law, Level 5 FTD training will still stand head and shoulders above AATDs, not only by saving you a great deal in cost on the minimum hour requirements but by making your training time much more realistic and efficient.

Get Started With Your Flight Training Today

You can get started today by filling out our online application. If you would like more information, you can call us at (844) 435-9338, or click here to start a live chat with us.

Sources:

FAA Advisory Circular 61-136A November 17, 2014

FAA Advisory Circular AC-120-40B July 29, 1991

FAA Part 61 Regulations

Federal Register, July 6, 2015 NPRM Aviation Training Device Credit for Pilot Certification

FAA Flight Simulation Training Device Qualification (FSTD) Bulletin 10-02

Telephone conversation with Jeremy Brown, Frasca December 2, 2015

AOPA “ABCs of Simulators” Alton Marsh May 1, 2011 (http://www.aopa.org/News-and-Video/All-News/2011/May/1/ABCs-of-Simulators)

The Journey from Fixed Wing Single Engines to Jets

Shawn Arena

“What do you want to be when you grow up?”

That is one question I am sure almost all of us can remember being asked by either parents, teachers, or friends when we were young. Most certainly we replied with an answer such as a ballplayer, a doctor, a nurse, or a fireman.

As we mature and experience the world around us our dreams continue to expand – until that one day when someone would ask that follow-up question “Have you ever thought of becoming a pilot?” Almost immediately our dreams turned towards the sky. That is what happened with me. Though I had a grandfather who first flew in the 1930s, I was left to discover for myself what I wanted to do when I grew up-until he asked the question that titles this article.

If someone has posed that question to you and you don’t know where to begin, hopefully this article will serve as that ‘leading edge of the wing’ to provide some insight. “But I don’t know where to start” may be the question you are asking yourself right now. Don’t worry, there are options readily available to explore. If you are in elementary school, consider a high school that has an aviation program. More and more high schools are expanding their core curriculum to include a private pilot ground school that can lead to earning your Fixed Wing Private Pilot, Single Engine Land Certificate. A nice add-on to also consider with your high school education is getting involved with an ROTC program- an easy bridge to an aviation career. That is what really motivated me!

After high school the amount of four-year universities that offer an aviation education are numerous: Embry-Riddle, Arizona State, Auburn, Ohio State, and Baylor Universities are just a few of the many offering Bachelor’s Degrees in an aviation program.

If you are considering a career in any branch of the military, aviation is an important component of their respective career paths as well (especially the U.S. Air Force, Navy, Marine Corps. and Coast Guard).

Another option to consider if the aviation college or the military paths are not appealing, go down to your local airport and check out the FAA designated flight schools at a Fixed Based Operator (FBO). They are always eager to answer all your questions, provide a career path or even offer you a Discovery Flight to get started on your dream.

Either way you choose to pursue, advance ratings and certifications follow accordingly after the single engine experience. The tip of the pyramid however is the title of Air Transport Rated Pilot (ATP) – another fancy name for Commercial Airline Pilot. The commercial airline pilot is the typical mindset the general public thinks of when talking about aviation. Though the road may be tough – starting out as a regional pilot and then ‘getting your dream shot’ as an airline pilot, the satisfaction is priceless. Corporate aviation is a similar path to the airline pilot career. Since by definition commercial pilots are flying for hire – you get to fly executive aircraft with state-of-the-art automation to some of the most beautiful places on earth. Wow!

So what are you waiting for? Start by exploring your local airport, high school or even college catalogs to see which track you want to pursue as you’re researching becoming a pilot. After all the sky’s the limit.

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Caleb Mason, Upper Limit Aviation graduate and current Agriculture Pilot (or Ag Pilot), recently shared an update regarding his commercial pilot journey – bringing us up to speed about what has transpired since he finished the ULA flight training program less than a year ago.

Ag Pilots fly specially-designed helicopters to apply herbicides, insecticides, seeds and fertilizers on crops, orchards, forests, fields, and swamps. Other applications include counting cattle and inspecting crops.

Caleb Mason is 33 years old, and has accumulated 550 of flight hours by flying for Ag Air, Inc., in Central California. Ag Air, Inc., is a fairly small Agriculture aerial applicator company, flying between 400hrs to 600hrs annually. Caleb shared his impression of his new job with Ag Air, “I love what i do, I love working with the growers and getting to know them and being able to help them continue to farm in the area.”

Caleb started our conversation by saying, “agricultural piloting is an interesting field, and I don’t have a wide spread grasp of the entire industry, but in my particular area, which is the San Joaquin and Stanislaus County, we work predominately with row crops, tomatoes, corn, beans, alfalfa, pumpkins and watermelons. We are also branching out to include walnuts and almonds orchards.”

Caleb’s Agriculture Career Journey Stated Well Before Flight School

Caleb stated that he got into Agriculture spraying because he knew the owner of Ag Air, Inc., prior to attending flight school. Caleb had actually started working in the agricultural industry prior to enlisting in the Marine Corps. In addition, during his flight school training in Salt Lake City, Caleb studied for the for the California’s aerial applicator license. Caleb used his network contact and previous work experience to plan out his career path before he earned a single pilot certificate.

While Mason was not flying or studying during flight training he found the time to pick up some work with Ag Air, Inc. as a “loader” (loading chemicals on to the helicopter tanks). It was during that time that Caleb received the training about chemicals, how they interact, their applications. More importantly, Mason learned how to work safely around helicopters.

When Mason left Upper Limit in December of 2014, he earned his commercial and instrument ratings, along with gaining experience with external load flying (300 flight hours). Caleb started full time employment with Ag Air right after he left Salt Lake City.

Due to the fact that Caleb had low flight hours, his boss came up with a training program in order to get the company’s insurance provider to cover him. Caleb stated that “An Ag Pilot from his area earns any where between $30,000 to $80,000 annually, depending upon experience and commission rates”.

Caleb’s Early Employment as an Ag Pilot

“At first, I could only ferry the helicopter to and from the job site. I couldn’t actually work as a crop duster. Next, I was to rinsing loads at the end of each job. At the end of every job we would run clean water through the spray system to rinse out any chemical residue that may damage the crops in the next job. While it seemed frustrating at the time, it helped me get used to taking off with a load, how to effectively perform Ag turns, and how to survey the fields for hazards such as wires, irrigation stand pipes, people in adjacent fields and other crop dusters in the area.”

Eventually, Caleb was ready to fly, “My boss and I would fly together – he would fly a load, and I would fly a load. That way he could double check how far off line I was and if I was able to get good coverage.”

“Before and after jobs we did a lot of training on how to lay a job out, what is the requirement from the farmer? I learned how many gallons per acre are we trying to achieve and the proper material required for each job. I learned all about the difference between coarse droplets and fine droplets and their proper use. I also learned about where to best set up the nurse truck and be efficient through the field.”

“By May I was flying jobs solo with oversight of our senior pilot, who would watch from the ground and then critique the job after we got back. There is a lot that goes into flying Ag applicators.”

How Caleb Stood Out Over Other Pilots

During flight school Caleb constructed a smart career plan. Caleb shared his method with us to pass along to current students, as Mason stated, “One of the things that I did to make myself more appealing to my boss was that I also got my A&P (Airframe & Powerplant) while i was going to flight school. So not only do I work as an Ag Pilot but I also do almost all of the maintenance.” Now that was smart!

Because of where Ag Air is located they are able to fly about 9 to 10 months of the year. They spray herbicide to kill weeds and pesticide to kill insects. In addition, Ag Air performs aerial fertilizing, seeding, cherry drying and frost control. Caleb went on to say, “An area we are getting more work from is the organic sector. There are 268 registered chemicals you can spray on organic produce and it is still considered organic. It is big business in California.”

Caleb’s Time in Salt Lake City, Utah at Upper Limit Aviation

“There are a lot of nice things about Utah. I got big into rock climbing when I was there and was spoiled with being so close to all the fantastic spots that were only minutes away. I also really enjoyed all of the instructors I worked with at ULA. From Matt Tanzer, who was my private pilot instructor, to Chelsea Tugaw, Chad Stevens, Kevin Horn and many more. These people brought fort. In addition, ULA was very helpful when I was looking to move to Salt Lake City when I first got out of the Marine Corps.”

Caleb has a job that he loves, working with people he likes, and has a clear vision of his future. We congratulate Caleb on a job well done, and wish him continued success as he advances his pilot career.

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Enstrom Helicopter Corporation has a new training aircraft called the TH180 but the company had been keeping the details of this new helicopter confidential until Heli Expo last March 2015. Could this helicopter, the Enstrom TH180, answer the call for a low-cost training alternative to the Robinson 22, which is by far the most widely used helicopter in flight training?

It is uncertain whether the new TH180 will impact the well-defined niche and sales of the Robinson R22, but we know for sure that Enstrom is passionate about safety and their helicopters offer superior performance for flight training, aviation law enforcement training and commercial operations.

Enstrom TH180 Helicopter is a low-cost, 2-seat, piston-powered aircraft is slated for certification before the end of 2015. The TH180 aircraft is a cut-back version of the Enstrom’s popular FX-280 three-seat model.

Enstrom officials said the TH180 should have direct operating costs of approximately $175 per hour and an hourly fuel burn of less than 12 gallons per hour. The price of the TH180 at launch is expected to be around $365K.

This aircraft is powered by the 210-hp Lycoming HIO-390 engine and it features an electric clutch switch and a engine harness. All Enstrom Helicopters are made in the United States with domestic parts and labor.

Will Enstrom’s plan to release a flight training aircraft competitor to the Robinson R22 create downward pressure on the price of flight training? This prospect is one that many in the industry are watching closely, since the it may influence flight training costs and availability in a significant way. We will most definitely be watching these developments with great interest, and keeping you posted on this topic.

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Designed and first flown in 1979 by British designer Edgley, the Edgley Optica is a beautiful but nearly extinct aircraft.  The Optica was produced in limited quantities in the 1980’s and targeted the gap in the aviation market for low cost, fixed-wing observation aircraft.  The idea was to replace helicopters in activities such as: aerial photography, pipeline patrol, search and rescue missions and policing areas where there is no need for hover and land capabilities.

As you can see the look of the Edgley Optica takes some getting used to, it has the appearance of an huge eyeball fixed to the end of a airplane.  There appears to be a giant fan behind the cockpit, which joins the helicopter-type cockpit to the rest of the aircraft and acts as a fuselage and main spar. This ducted fan design allows the engine thrust to be closer to the aerodynamic thrust line which gives better stability during power changes. In addition, it protects the propeller from ground strikes, it provides better performance at low speeds and it is quieter than conventional propeller planes.

Will the Aviation Market Allow this Aircraft to Get off the Ground

Despite its lofty ambitions and futuristic look and characteristics, the Edgley Optica aircraft has been sidelined and searching for backing for decades by John Edgley, its creator. The main reason the initial production and release failed is due to the fatal crash of the very first aircraft released to the Hamstead Police Department. Immediately, financial backing was withdrawn and due to more troubling events (e.g. a fire attributed to arson destroyed 8 completed aircraft) temporarily sidelined.

Although the design is unorthodox, the flight qualities are ordinary and the aircraft’s instrumentation is all standard. The flight controls are the normal stick and rudder. Handling is no different than any other aircraft.  The difficult adjustment to make is getting used to the panoramic view. Another aspect of the Optica is its slow cruise speed can fool some pilots inot thinking that they are flying too slowly.

Now once again in 2015 the Optica is in play at the Paris Air Show and its creator John Edgley is trying to position his aircraft back into production. He needs to find a large sponsor or a buyer with veryt deep pockets. Could this aircraft eventually replace the helicopter? Without a miracle or financial backing for the Optica, we may never know.

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Do you remember the fatal airplane wreck of John F Kennedy Jr.? In July of 1999, John F. Kennedy Jr, and two other passengers on board crashed into the Atlantic Ocean off the coast of Massachusetts. The official NTSB report concluded that Kennedy experienced spatial disorientation while descending at night over water. He lost control of the aircraft and crashed. How often do pilots experience spatial disorientation?

Interesting is the fact that Kennedy did not hold an Instrument Rating and was only certified to fly under VFR (Visual Flight Rules). Although Kennedy’s ill-fated flight was legal (barely), it was not safe. This tragic event happens all to often to recreational pilots, but it is something that we call can learn from.

178 Seconds to Live – a Dramatic Video on Sensory Disorientation:

Obviously, spatial disorientation, something very important that all student pilots should know about before starting flight school. This article offers a lot more than just interesting tidbits, however by no means does it cover all the information related to spacial disorientation. It is only a brief introduction meant to compel student pilots to dig deeper.

This article will briefly discuss one of many spacial disorientation effects, specfically the “leans”. Our recommendation is that you do your homework and find out everything there is about spatial disorientation and the “leans”.

What are Spatial Disorientation, Spatial Illusion and the “Leans” Effect?

”Spatial Disorientation”, including what is known as the “leans”, is the cause of many airplane accidents. Good training, and pilot awareness is the key to preventing certain disaster associated with the “leans”. This article is only meant to bring awareness to the important concept of spatial disorientation created by the “leans” effect.

Do the best pilots fly by the seat of their pants? Do great pilots rely on “feel” and their “senses”? We think not.

Humans were not built to fly, and certainly not constructed to navigate flying through the air by our sensory organs alone. Our bodies, brains, and sensory systems are built to help us navigate on the ground while standing upright. To fly using our senses alone, is very dangerous and could cost us our lives.

The video below describes the contributing factors which can lead to this condition and its many associated illusions.

Don’t Trust Your Sensory Organs

While flying, our sensory organs do not accurately reflect the movements of the aircraft in space. In effect, our sensory mechanisms do not properly read the 3-D environment around us, and can cause us to experience what is known as “sensory illusions”.

One very dangerous sensory illusion is the “leans”. The “leans” can be caused by level flight after a rapid roll of the aircraft. It’s where the process of the aircraft’s roll causes our body to lean in a direction that is contrary to the actual direction of the turn, and this effect can continue even after the aircraft roll is complete. In essence, our sensory readings coming from our sensory mechanisms send us faulty info.

When experiencing a “leans”, if our sensory mechanisms send us false readings, we may feel something that is not actually happening, and therefore react or respond inappropriately. While experiencing the “leans” effect, if we trust our faulty sensory readings, our physical reactions and responses will lead to our demise.

Spatial Orientation is our ability to maintain our bodies orientation to the ground. Again, humans are built to use our sensory mechanisms to maintain spatial orientation to the ground (our surroundings on the ground). When we get up in the air, we experience a three-dimensional world, which is totally unfamiliar to our sensory organs. This can cause sensory conflicts, and what we see and feel is not real. In this situation, we cannot rely on what we see, feel, or sense (gut).

How important is this? Well, statistics show that 5 to 10% of all general aviation accidents are caused by spatial disorientation affect, 90% of which are fatal.

When experiencing spatial disorientation, it can be difficult to correct. We can actually panic as the information on our instruments do not jive with how we feel (sensory input). Moreover, if we respond to our feelings, we can make things worse fast, causing more panic. If we do not correct quickly, in a very short period of time we can lose control of the aircraft and plummet into the ground.

Unless you have an instrument rating, and you are not legally able to fly unless you can see the horizon. You are only able to fly by Visual Flight Rules. A licensed instrument pilot can fly both VFR and Instrument Flight Rules (IFR).

If you are not licensed to fly by instrument, you should never fly into a cloud (bad weather that diminishes your vision), nor should you fly after dark. Flying into a cloud can certainly cause spatial illusions and disorientation. Unless you can see the horizon, and see all around you, as a non-instrument rated pilot you are susceptible to spatial disorientation, including the “lean”.

When flying, our bodies sensory systems are actually doing what they were designed to do. It’s just that our sensory systems are not designed to navigate airspace while flying aircraft. When we experience sensory illusions our sensory systems are functioning just they way they were designed.

Our spatial orientation systems, which create the lean illusion, were designed to protect us. During the course of our lives we have come to trust our spatial orientation systems – making it very difficult for some pilots to accept that their orientation (feedback from their sensory mechanisms) is incorrect during flight. If this happens to you, as a pilot, you can make a bad situation worse while you think you are correcting the problem.

Supporting Sources for this article:

John F. Kennedy Jr. Plane Crash

The Leans

Sensory Illusions in Aviation

Visual Illusions

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Secrets from Successful Pilots

Let’s face it, paying for flight training is very expensive. Airplane flight school is going to cost $35K to $70K for fixed wing training, and $90K to $150K for helicopter training. Unless you have a trust fund from your rich dad, the costs to become commercial pilots can seem to be an impassable mountain. But is it? Learn how people with dreams found a way to pay for flight school.

5. Get a job with a big flight school: The top flight schools hire people for all kinds of jobs. Start at the bottom if you have to, but have the ambition to move up the ladder to the higher paying jobs. Some flight schools offer their employees discounts when paying for flight training.

If you are an exceptional employee (highly valued) you might be able to negotiate a good trade with your employer. There are no guarantees, but employers look for ways to reward the top contributors.

4. Become a “hanger rat” and get a job with a small flight training school: I have known people who were known as “hangar rats”. These hangar rats are alway hanging around the hangar – willing to do anything and everything to help out. Hangar rats are sponges, always willing and wanting to learn.

Even if you have to sweep the floors, or take the trash out – whatever it takes. If you can find some way to impress a owner of the flight school (and flight instructor), you might be able to get a discount when it comes to paying for flight training.

Professional pilots love people who have total passion for flying – willing to do whatever it takes to get flight time. I have heard stories where student pilots paid for gas and the instructor discounted their fees. Its rare, but it does happen.

3. Become a Cadet with Civil Air Patrol (CAP): CAP does not advertise that they will provide flight training to their members. However many CAP members (CFI’s) have been known to discount their rates to members who have the drive, passion, and desire to become pilots.

If you have the right attitude, and are willing to “give back”, there maybe someone in the ranks that will match your desire and help you get your Private Pilot’s license. In the end, people without funding, need to network with as many aviation people as they can. And remember, once you become a commercial pilot, be willing to give back to the CAP – pay it forward!

2. Apply for every Scholarship Available: Make yourself exceptional. You have to take this seriously. Organizations are more than willing to choose exceptional people with scholarships. There are many aviation scholarships, but only the most exceptional people receive the awards. Research the foundations that offer scholarships and interview their people. Find out exactly what they are looking for, and position yourself to be the recipient of the awards.

1. Save Money and Earn a Perfect Credit Score: This is going to take some time to achieve, but you should do it even if you are not going to become a commercial pilot. If you are willing to live a certain low-cost lifestyle, one that will allow you to save a good chunk of money, you might be able to get a student/private loan to cover the remaining financial needs. This route will take longer, and your schedule will be full for several years, but many have take this route and succeeded. Of course you will have debt too! However, if it leads to landing the job of your dreams, it will be worth it.

Always keep in mind that thousands of aspiring pilots have found a way.

I know of a husband and wife team that where the pilot’s wife finished college and nursing school, and got a really good job as an Registered Nurse. Both the husband and wife worked and saved as much money as they could. The plan was for the husband (propsective pilot) to keep his job as long as he could after the couple saved enough money to pay for the Private Pilot certificate. Once the husband got the Private Pilot rating, he planned to continue to move forward to earn his Instrument, Commercial, and CFI as time and money allowed. Improving their credit score was also a part of the plan.

This couple chose to start the flight training process while keeping both of their jobs as long as they could, and continued to save money. They lived off the wife’s salary and saved the rest. They suffered a bit, but they were committed.

I also know of folks who have joined the Reserves (Army, Marines, Air Force, etc.) to help fund flight school. Their goal was to stay in college or keep working, save money, and earn partial VA Educational Benefits to be used later. Unfortunately, a few were called up for active duty and had to do tours in Afghanistan (this is the obvious risk). However, when they finished their duty they had earned partial funding for flight school (one particular gentlemen I know earned 60% funding). Once out of the military the got the best job they could (earning the highest income possible) and utilized student loans and scholarships to finance the shortfall that the VA educational benefits did not cover.

There are countless prospective pilots that have taken two and three jobs to save enough money to start paying for flight training. There are some that have bought fixer upper homes, fixed them up (working evenings and weekends) and flipped the homes for a profit (to be used paying for flight training). There are some pilots who have started a side business, such as an eCommerce website, to make extra cash. It is truly amazing to hear of all the ways people have found of paying for flight training. Each of these pilots had a dream, they developed a plan, and persevered until their dream was realized.

Start Your Training With or Without Funding

Start your journey with or without funding – take the steps you can afford, steps that you will have to do anyway. In doing so, you will be making progress toward your goal, giving you a better chance to realize your dream.

A. Get your Medical: Find an FAA approved Aviation Medical Examiner. The FAA has a “doctor locator” function on their website. Go to https://www.faa.gov/pilots/amelocator/ and find the nearest AME. Get your medical done. At the very least, you will know whether or not you can pass a medical (peace of mind). Without the medical you can’t become a commercial pilot.

B. Enroll into Ground School Courses: At the very least you can watch Youtube videos online. Or, purchase flight manuals, DVD’s, or other related resource manuals. From there you can be brave and enroll into an affordable online ground school.

You won’t be able to fly without completing ground school, AND you will learn everything you will need to know to pass future FAA exams. You’ll eventually have to do ground school anyway. However, by completing ground school courses you will know a whole lot more about flying – and by doing so you will know for sure that being a pilot is truly in your blood.

Essentially, we are recommending that you invest into the process; learn, study, and get involved with the information that you will eventually have to master to become a commercial pilot.

Ground school will teach you all about flight and aircraft operation, and aeronautical knowledge (weather, sectionals, cross country). Ground school will also help you to prepare to answer the FAA exam questions (“knowledge tests”).

C. Find a Mentor(s): Find a pilot who has gone before you, an experienced commercial pilot who can guide you through the process acting as your coach. Find someone who has been in your shoes and understands your passion. Perhaps they can help you to discover options to overcome the financial obstacles. Your mentor (or mentors) needs to be someone who will inspire you when the going gets tough.

D. Get the best paying job you can and earn the best credit score you possibly can: Many of today’s commercial pilots found a good paying job and then saved a bunch of money. This is the long-term plan, but for those that took this route will tell you that they are glad they did.

Earn as much money as you can, live frugally, and save. Save enough to pay at least for your private pilot’s license. You can earn a private pilot’s license in 6 months easy (training early mornings, late afternoons, and weekends). And, keep your job while getting your private pilots license (you will need a good job to get a private loan, or to pay for the advanced courses).

Find a way to continue to work while knocking your private license certificate out of the way. Keep your job as long as you can. There will be a time when you need to leave your job and jump into flying with both feet. But the income from your job will help you to make the transition.

Once you have earned your private pilot’s license, you will know whether or not you continue to seek a commercial license (the BIG commitment). To become a commercial pilot you will have to get your Instrument, and Commercial Ratings done (helicopter pilots will need their CFI and maybe even their CFII as well). This requires a tremendous commitment.

But let’s say that you’re having second thoughts after getting your private pilot’s license? Let’s say you discover that flying is not what you wanted? As a licensed private pilot you have not wasted anything, because you can always fly recreationally. You’re a pilot, and you can enjoy flying. You just can’t get paid to fly. You can stop the journey right now without hindering your future financial situation.

E. Earn a Good Credit Score: Supplement your savings with good credit score you can supplement their savings with personal loans or even a student loan. Keep your job while getting your private pilots license. Find a way to continue to work while knocking your private license certificate out of the way.

F. Earn a Degree: There are several powerful reasons you should seek your degree through while getting your commercial pilot ratings. One, the flight hours you need to become a commercial pilot (paid pilot) will be less (especially for airplane pilots).

Two, you might be able to supplement your funds with FASFA or Pell Grants. You might be eligible for cheaper student loans as well. And, you might qualify for one or more scholarships. Any amount of money you can get will help lower the overall “out of pocket costs” of flight training.

The third powerful reason you should get a college degree while earning your flight certificates is to position yourself for the best jobs. Aviation employers will cherish your degree, and possibly put your resume on the top of the stack. Moreover, in the aviation world, there are more non-pilot jobs for professional people (good paying jobs) than there are pilot jobs.

The college degree is your back up plan. What if something goes wrong with your body, eyes, or hearing? Every year pilots have to pass a physical exam. If you fail, you can’t earn a living. So, the college degree is your insurance policy.

Furthermore, many pilots with 10 to 15 years of flying choose to transition into good paying aviation jobs in administration, sales, and marketing. Moreover, most aviation companies have been started by pilots. You never know what awesome opportunities will come way 10 to 20 years down the line, but you want to position yourself for the best opportunities from day one – get your degree.

Important Links to Follow:

Tier 1 Helicopter Pilot Jobs – Your Career Path to becoming a successful Commercial Pilot

Landing a Tier 2 Helicopter Pilot Job – Career Development

The Top Jobs on the Planet – Types of Tier 3 Helicopter Pilot Jobs

Partial List of Available Aviation Scholarships

University Aviation Association (UAA) Aviation Scholarship Guide

Aircraft Owners and Pilots Association Flight Training Scholarship Program

Experimental Aircraft Association Scholarships

National Air Transportation Foundation Scholarships

National Business Aviation Association Scholarships

The Ninety-Nines Section and Chapter Scholarships

The Ninety-Nines Amelia Earhart Memorial Scholarships & Awards

AeroClub of New England’s Scholarship Program

Aircraft Electronics Association Scholarships

Astronaut Scholarship Foundation

Boeing Scholarships

Girls With Wings Scholarship

LeRoy W. Homer Jr. Scholarship

National Coalition for Aviation and Space Education (NCASE)

Women in Aviation International Scholarships

Whirly-Girls Scholarships

The Alaska Airmen’s Association Scholarships

Montana Aviation Scholarships

Minnesota Aviation Trades Association Grants/Scholarships

The Captain Jason Dahl Scholarship Fund

Fred Kacena Flight Training Scholarship (Tri-State Area)

AeroClub of New England (ACONE) Scholarships

Organization of Black Aerospace Professionals (OBAP) Scholarships

Experimental Aircraft Association (EAA) Scholarships

National Gay Pilots Association (NGPA) Scholarships

Aviation Distributors and Manufacturers Association (ADMA) Scholarships

Upwind Summer Scholarship Program

Sennheiser’s “Live Your Dream” Scholarships

Lightspeed Aviation Foundation Scholarships

Helicentre Aviation’s Professional Pilot scholarships

Idaho Aviation Association scholarships

Flight training and aviation maintenance scholarships

NAAA/BASF Agricultural Aviation Scholarship

The Vicki Cruse Memorial Scholarship

Greg Koontz Aerobatic Instructor Scholarship

The Douglas Youst Memorial Aerobatic Scholarship

Southern California Aviation Association

Get Started With Your Flight Training Today

You can get started today by filling out our online application. If you would like more information, you can call us at (844) 435-9338, or click here to start a live chat with us.

In the aviation industry, a resume is much different – unique – and does not follow the traditional resume format that you will find within most industries. Building a pilot resume for a helicopter employer should be designed to fit the specific needs of the employer. Essentially, your resume will be all about YOU as it relates to the job offering. Sounds a little narcissistic, but it’s the truth. It should be noted, your resume should be about the AUTHENTIC you!. The following information was presented at HAI 2015 by Lyn Burkes, from Rotorcraft Pro.

What is the purpose of a resume? Simple, to gain the attention of the hiring authority which results in a phone call, email reply, and ultimately an interview. Your resume, along with some well-placed networking support, is the hook that will hopefully land you the job.

“Having a dream IS NOT a plan”, Randy Rowles – Helicopter Institute

Your resume is a key component to getting a face-to-face interview (initial interview). As a pilot, your goal is to get in front of the decision maker(s) and create dynamic interest. If you do it right, your resume will lead to an in-depth interview, a test flight, written exam, and then landing the JOB! You are competing against many other prospective pilots, including those with more experience. Your resume is one important part of getting an interview.

Keys to Presenting a Successful Pilot Resume

• Format counts – present vital info how they want to see it
• Realize and understand that aircraft experience is KING
• Understand how hiring authorities read resumes
• Gain positive attention by being creative and different
• Little experience? Then highlight your experience as it relates to the position
• Keep your resume to 1 page
• Do not add a picture to your resume
• Follow the employer’s instructions
• Use a WORD doc with KEYWORD list
• BE and sound interesting when sending the resume via email
• Always customize your resume for the position that is being applied for

Resume Mistakes to Avoid

• Spelling errors – poor grammar
• Long-winded paragraphs
• More than one-page resume
• Funky format
• Flight hours not broken down or too vague
• Lists helicopter flown but fail to list flight hours in each aircraft
• Only listing the last job you held
• No schools listed
• Does not match up resume with the job description
• Fail to get the company name correct
• Poorly written cover letter
• Contact info incorrect or not listed

Proper Format of an Pilot Resume

• Name, Address, Phone Number, Email Address
• Summary of Qualifications
• List of Qualifications – Professional Pilot Skills
• Flight Time – Aircraft Type
• Related Aviation Training
• Education
• Employment History
• Personal Statement

More Resources for Pilots

Resume Writing for Pilots

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