John Peltier

If you know any airplane pilots, there’s a good chance a number of them have their instrument rating and actually use it in instrument meteorological conditions (IMC). The same can’t be said for helicopter pilots though – many do have their instrument rating but have never, and will never use it.

Instrument flying is a completely different beast in helicopters, and most of this disparity is based on the basic design of the helicopter. Helicopters are inherently unstable. Because of this, the FAA requires complex stabilization systems for helicopters certified to fly in IMC – it’s not just something you can “add on” to a basic piston helicopter like you can an airplane.

Many helicopters – even the Robinson R22 – are certified for instrument training, but they’re not certified for flight in actual instrument conditions.

There also isn’t frequent need for helicopters to fly in IMC unless they’re in emergency services. Helicopters like to fly low – you won’t see them cruising through a thick cloud layer at 10,000 feet like you would an airplane. So why should you get an instrument rating for helicopters?

4 Great Reasons for Getting a Helicopter Instrument Rating

You’ll Be a Better Pilot: There’s that old saying that an instrument rating makes you a better VFR pilot. This is true! It teaches you a disciplined instrument scan and more precise flying. You’ll have better heading, altitude, and airspeed control.

More Employment Opportunities: And that’s a great segue into what employers are looking for. Some companies, even though they have no IMC-certified helicopters, require their pilots to have an instrument rating. This is for the same reasons just mentioned – instrument-rated pilots are usually more precise. Even if they don’t require an instrument rating, your experience from your instrument training will help you stand out from the others.

Earn More as an Instructor: At some point in your helicopter career you’ll most likely be an instructor. This is one of the few ways that low-time pilots can build hours for their helicopter careers. If you have your helicopter instrument rating and go on to get your CFI-I, you’ll have a larger pool of students to teach, and that means more instructor experience, pay, and flight time!

Increased Safety: And finally, there is always the safety factor. As much as you may say, “it’ll never happen to me!” inadvertent flight into IMC does happen. And if it does happen to you, won’t you want a solid skill set to save both you and your passengers?

Helicopter Instrument Rating Requirements

Alright, so how do you get it? And what are the helicopter instrument rating requirements? The requirements are laid out in Federal Aviation Regulations Part 61, Subpart B, 61.65. Put simply, you will need:

• At least a private pilot certificate in helicopters, or are currently in the process of getting it.
• Take a written test (knowledge test) and an oral & flight test with an examiner in either a helicopter or FAA-approved simulator (practical test). You’ll need endorsements from an instructor stating that you’re ready for both of these.
• The flight experience you’ll need for the helicopter instrument rating is:
  • Forty hours of simulated or actual instrument flying, 15 of which must be with an authorized helicopter instrument instructor.
  • Fifty hours of cross-country flight as pilot-in-command. Ten of these hours must be in helicopters (you can credit airplane time if you have it).
  • A 100-mile cross-country flight in a helicopter, with an instructor, flown under instrument flight rules. You must complete at least three different kinds of instrument approaches and fly an instrument approach at each airport along your routing.
  • Three hours of flight training in a helicopter within 2 calendar months from the date of your practical test.
• If you’re getting your helicopter instrument rating concurrently with your helicopter private pilot license, you’ll be far from getting 50 hours of cross-country flight time acting as pilot-in-command. That’s okay because the FAA now allows you to credit up to 47 hours of you performing the duties of pilot-in-command (as you do when you’re a student pilot).
• If you’re using a simulator to log some of your instrument time, you cannot credit more than 20 hours in the simulator towards your flight experience requirements – the other 20 will have to be in an actual aircraft. If you’re getting your simulator time in a structured Part 142 school, you can credit up to 30 hours.

What to Expect During Your Helicopter Instrument Training

Ground Training: Getting your helicopter instrument rating starts with ground school, just like any other training. Think you knew a lot about the pitot-static system in your private pilot training? You’ll learn even more as part of your instrument rating. You’ll learn about various navigation systems and how to use them. You’ll learn even more about the Federal Aviation Regulations and how Air Traffic Control operates. You’ll become an expert at obtaining weather forecasts and interpreting them. And you’ll be able to complete a flight plan in your sleep. Most of this is in preparation for your knowledge test, which is a multiple-choice computer-based test taken at any of the FAA testing centers around the country.

Simulator Training: The good thing about technology is that the use of flight simulators can drastically cut the cost of getting your helicopter instrument rating. Simulators are finicky though – don’t expect them to handle just like the helicopter. They’re mostly used as procedural trainers. You’ll learn how to do preflight instrument checks, fly timed turns, holding, and a never-ending amount of instrument approaches! Mix in a few emergency procedures and you’ll be almost ready for your practical test.

Flight training: Your instrument training flights won’t be quite as scenic as your private pilot training flights. You’ll be wearing a view-limiting device for all of it but takeoff and landing. This headgear, like big glasses, limits what you can see to the instrument stack of the helicopter. It may make you nervous at first, and you’ll definitely have some pilot-induced oscillations all over the place, but once you get used to flying by the instruments you’ll be holding heading and altitude like a champ.

The Practical Test: The big day! You and your instructor will scrub your logbook until the pages fall out, ensuring that all of your requirements are met. The examiner will have you plan a cross-country flight with a few instrument approaches at different airports. Before the test, the examiner will also take a good look at your logbook. You can expect an oral exam (length varies) on a mix of the topics you covered in your ground training – everything from flight planning to emergencies. After passing your oral exam it’s time for the flight! You’ll wear the “foggles” for everything but takeoff and landing and start your cross-country flight under instrument flight rules, following routing as directed by ATC. During the flight you’ll do a few instrument approaches, have a simulated emergency or two, and then return home, and now you have your helicopter instrument rating! That’s it!

Costs of Getting a Helicopter Instrument Rating

It’s no secret that helicopters are expensive. But there are ways to cut the costs of getting your helicopter instrument rating, especially if you plan ahead. Unless you’re extremely wealthy and just wish to fly helicopters as a hobby or for your own personal business trips, you’ll most likely also be getting your commercial license and flight instructor certificate at the same time and you can use this to your advantage.

If you don’t even have your private pilot license yet, remember earlier how we mentioned that you could credit some of your flight time from your private pilot training towards your instrument rating. You can only do this if you’re doing both at the same time – and this will be difficult and more expensive up-front.

If you already have your private pilot license and are getting your commercial pilot license, combine your commercial cross-country flights with your instrument training. Grab an instructor and fly to another airport wearing the “foggles”. You’ll be able to log cross-country time as pilot-in-command for both your commercial license and instrument rating, and also log instrument flight time.

If you can, choose a school with an FAA-approved instrument simulator and/or an R22 certified for instrument training. This will be a much cheaper alternative to the more common R44 instrument trainers, though more difficult to fly.

Once it’s all said and done, you can expect to spend between $12,000-$20,000 depending on multiple factors, such as your prior flight experience, proficiency, equipment used, etc. But it’s an investment that will pay off in spades further down the road as you progress in your career as a helicopter pilot.

After Getting Your Helicopter Instrument Rating

Stay current if you can! If you’re an instructor at a school that has a flight simulator, jump in and knock out the required maneuvers every six months. If you don’t have access to a simulator, you’ll need to fork out the money for renting an instrument trainer but that’s your call. Maintaining current will only make you better.

If you’re part of a commercial operation, you won’t be able to “rent” the ship and maintaining currency may be more difficult. Some operators may let you shoot an approach to the runway every now and then instead of going to your landing spot, and this will help you stay current.

Don’t forget to show it off! Make sure it gets on your résumé when you’re looking for a job. It’ll not only help you get the job, but it’ll help make you a safer, better pilot!

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.

If everyone in the world could fly an airplane it wouldn’t be special and because of this flying airplanes requires initiative and effort but it’s rewarded with exhilaration.

Vern Weiss

You’ve just touched down at your destination airport. For the last ten minutes, your passenger has been scanning the ground and unsuccessfully looking for something recognizable. The radio chatter is incessant and the passenger wonders, even if he knew what the lingo meant, how do you know when you’re supposed to speak into the microphone? “Fih-yuv Niner Whiskey?” “Left Zero Two Zero?” What’s all that? Then, out of nowhere, the passenger notices that you have reduced the power and the aircraft slows. The passenger wonders why this is happening because you are still high in the air and nothing…but nothing…on the ground looks familiar. Suddenly you move your hand over to the flap handle and the whole aircraft pitches downward; then another power reduction for who knows what reason and another flap handle movement. With the passenger’s eyes popping out of their sockets in a vain attempt to find where you’re aiming this airplane, you reach over and throw another lever. With a startling “cluh-chunk,” you remain cool as the landing gear extends and your passenger’s bewilderment meter pegs. Left and right the passenger sees nothing and thinks, “for crying out loud, does that radio never shut up!” Then suddenly it’s right there in front… a long ribbon of concrete, inviting, safe…home. The wheels gently kiss the pavement and the airplane decelerates and it seems to anticlimactic. As you turn off the runway and onto a taxiway your passenger says, “how did you do that?!!!” There was so much going on and the passenger could hardly take it all in let alone see any of the visual cues you were using to guide you through the choreography of navigation and configuration for landing. But this is why you are flying airplanes and your passenger is not. Your training and your experience make it all look so simple and you don’t even notice that you were doing things an untrained observer would be incapable of doing.

Curtain falls. Curtain rises. You’re driving down the street and some jerk cuts you off. “Where’d that creep get a driver’s license?” you bellow as you hold back the urge to flip him off. That “creep” probably has a license because it is so easy and requires very little skill or study. This is why people can learn to drive a car in only a few hours. Driving was made to be simple so the masses could do it (and buy cars that do most of the thinking for them). Consider how most people are challenged if, while driving, they try to talk on a cell phone. Then toss into the mix it starting to rain. They’re overloaded…steering, yakking and now they have to throw a switch for the windshield wipers.

Ka-BOOM!

…Then they’re ticketed by the cops and their insurance rates go up. End of story.

But as a pilot, you are trained to safely multi-task. During your pilot training, you will be trained to prioritize and follow orderly procedures. This takes the guess work out of tasks, even emergencies. Flying airplanes demands methodical steps in everything that happens or that the pilot must accomplish. Yeah, sure, there are pilots out there that never use a checklist but with each flight, they’re likely getting closer to the one in which they’ll have an accident, incident or at least something that will be unsavory to them.

But in exchange for the skills you hone and the “smarts” you accumulate, you are controlling a vehicle that is traveling perhaps one-hundred miles per hour or more and leaping over the ribbon of red tail lights you see below on the expressway. Flying enables you to proceed directly to your destination without consideration of construction zones or other impediments around which you must detour like, f’rinstance, Lake Erie.

When flying airplanes you make both conscious as well as unconscious decisions that ultimately result in success. As an example, you are flying to an airport and between you and the airport exists a line of thunderstorms. You only have enough fuel to make it to the airport so long as you do not deviate around the bad weather. This is a no-brainer. You check your chart and see an airport is only a spitting distance from where you’re located right now so you land, take on fuel, wait for the line of storms to pass and then take off and fly to the destination.

Well done! Actually, it’s brilliant what you’ve done. But this is pilot’s think. If you wanted to take chances on a journey you’d drive a car. People are taking chances all the time in cars because they’re not disciplined and don’t take it all that seriously. As a pilot, you know that bad choices and mistakes in flying airplanes can have horrible consequences so you take better care of the judgments and decisions you make.

Do you want to know something that is pretty cool? After people become pilots they tend to be better drivers on the highways! As a pilot and while driving you will find that the whole specter of how you conduct yourself and the decisions you make will start being more pilot-like and less driver-like. When the fuel gauge on a car shows one needle-width above empty, many drivers will interpret that as, “hey, I’ve still got a little gas in there.” But a pilot will look at that needle and interpret it differently. A pilot will think “what if the float in the gas tank is stuck?” or “what if there’s a bunch of water in my fuel tank that the gauge is now measuring?” Or “what if I miss my exit and the next one is ten more miles down the road?” Or… Or… You get the idea. As a pilot you think more about eventualities and the unexpected. You will weigh your windows of vulnerability in everything you do.

There are few things as satisfying finishing a job well-done. As you tie-down your aircraft and walk to your car you will think about how you handled the last flight and those parts of it of which you’re proud. Sure, you may have made some mistakes but you “fixed” those mistakes by subsequent decisions that counter-balanced them; diminishing or eliminating the errors. All pilots make mistakes but it is how they handle them that determines success. And pilots tend to “fix” the small ones early so they don’t escalate into big problems.

There is a well-known poem written by John Magee who was a pilot in the Royal Canadian Air Force. Mr. Magee’s poem, “High Flight”¹ begins:

“Oh, I have slipped the surly bonds of earth,

And danced the skies on laughter-silvered wings;

Sunward I’ve climbed and joined the tumbling mirth of sun-split clouds –

and done a hundred things You have not dreamed of…”

There is no doubt that slipping surly bonds and flying airplanes with laughter-silvered wings is probably as good as, say, a cheeseburger and a beer. But long after the cheeseburger and beer have been forgotten the craving to fill your senses with all that is flying and that flying means remains. You’ll think about it day and night. Some define their personal identity as fliers before even their own name. Who are you? “I’m a pilot…and, uh..my name is Oswald.”
It’s addicting. It will envelop you. It will not permit you to get it out of your mind. Those who have flown and stop flying usually admit that when they look up and see an airplane, they miss it. And that’s because it is a wonderful privilege.

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:

1 “High Flight” John Gillespie Magee. http://www.arlingtoncemetery.net/highflig.htm

Getting your CFI certificate is not only a great way to build flying hours and “earn while you learn,” it’s a fun job!

Vern Weiss

There is an old Latin principle, docendo discimus, that means the best way to learn is to teach. And it is very true. When you think about it, don’t you understand things better when you describe them to someone else? So often completing a task is rote and done without giving thought to the individual components of a task. However when you describe how something is done it becomes set in your mind. The difference between flying and explaining how to fly is subtle but important. When you fly there are cues you respond to and actions you do intuitively and without much thought. But when you explain to someone how to fly it requires that you stay one step ahead of what that individual is doing and preparing for whatever is necessary to do next. When beginning your ground training you may have noticed that some of the material was purely memorized and recalling facts required dipping into your memory for some trick you may have devised to help you remember things (i.e. “east is least, west is best”) But when you are explaining something theoretical you will find that your are planning your presentation to a student in building-block fashion which makes your own flow of understanding much easier.

CFIs find after they begin instructing that they themselves begin to understand things better. This comes naturally from watching others’ techniques, mistakes and formulating answers to questions from the student. The certified flight instructor may have had some of those same questions but never chose to think the answers through. Of course, it is not expected that you will have the answer to everything and when faced with a question that a CFI cannot answer, the best response is always, “I don’t know but I know where to find the answer.” Then you look it up, explain it to the inquirer and you’re better prepared for when the question arises again; and it will!

The amount of self-satisfaction that a person gets when watching a student succeed, whether you’re talking about someone completing their first solo or a student you’ve signed off passing a checkride, it’s a gift that comes back to you, the instructor. When you are able to mold and guide a student through all the elements of achievement necessary for success your own expertise is validated which feels pretty good.

Achieving a CFI certificate requires some training that, up until now, you most likely have not experienced. As a pilot you are responsible for the safe conduct of your flight however CFIs are additionally responsible. Because of this, during your CFI checkride you will be required to demonstrate many of the maneuvers to the standards in the PTS. In addition, CFIs are required to have spin training, or more accurately, spin recovery. It sounds a lot more difficult than it is and when your own flight instructor is planning your lesson that will include spins, a thorough explanation of what will occur will precede the instructor’s demonstration. When the controls are handed over to you, your instructor will very closely monitor everything that is going on and will take over should things begin to look troublesome. But the up-shot is that when you’ve actually recovered from one of aviation’s most serious situations you will feel infinitely more confident as a pilot.

The experience you gain from teaching in an airplane is enormous but there are other reasons that make it a good career move. Most notably, as a CFI YOU are considered to be the pilot-in-command even though you may have barely touched the controls during a given training session! And what does this mean? Naturally it means that if anything happens you will be the principal respondent to an FAA or NTSB inquiry. However there are other rewards.

Additional Benefits of Becoming a Certified Flight Instructor

For one thing, you are legally authorized to log the flight time which will follow you the rest of your career! Yup…when it’s time to get your Airline Transport Pilot certificate that hour of dual you gave to someone way back when will still count toward the 1,500 hours you need now for your ATP.

Another benefit of holding a CFI certificate is what it says to a prospective employer and even what it can mean off in the future after you are a captain on a Boeing 777. To a prospective employer a CFI says…no, SHOUTS…that you are dedicated beyond just meeting the minimum requirements to be a pilot. It says that you are serious about your aviation career. Professionalism and attitude always mean a great deal to a prospective employer.

But let’s get back to that future day when you’re in the left-seat of a Boeing 777. Does a CFI certificate qualify you for such a position? Of course not. But what it does do is meet one of the requirements for becoming an instructor or check airman for that airline. In the corporate environment it is also very helpful to become an aviation manager, director of operations or chief pilot because one of your tasks will be to qualify your pilots and you’ll likely need a CFI certificate to do this.

The Certified Flight Instructor Certificate

Other than the FAA medical certificate, the CFI is the only certificate that is issued with an expiration date. The valid period for a CFI certificate is 2 years whereas you know that your pilot’s license is good for life. What happens when the 2 years are up? First you must complete a CFI renewal course no more than 3 months prior to the expiration of your CFI certificate in order to renew it. This may be accomplished in a number of different ways. Some prefer to attend one of the CFI renewal clinics sponsored by many organizations throughout the country. Others prefer to complete the entire course online or via correspondence. The important thing to remember is that the actual course completion and application for renewal cannot be more than 3 months before your CFI expires. You will hear a lot of grumbling from CFIs about this requirement but the fact is that aviation and regulatory policies are changing constantly and this is an important way of keeping up with the information you need to be a flight instructor. There are other ways to renew a CFI certificate that are less popular such as taking another check-ride but the CFI refresher course is most favored. Other “freebies” for renewing your CFI certificate include obtaining an additional instructor rating on an existing CFI certificate (i.e. you hold a CFI-Airplane and then get a CFII instrument instructor rating) or by signing off 10 people for check-rides during the previous 2 years with an 80% pass rate on first attempt. Often the FAA principal operations inspector for an air carrier will renew a CFI just on the basis of knowing someone who is an instructor for that airline.

Can anyone become a certified flight instructor? You bet! All you need is a commercial license and instrument rating. In fact some people have taken their commercial pilot check-ride from the right seat and were awarded not only their commercial license but also a CFI-Airplane following that single check-ride!

Another economic nicety is that you can legally give flight instruction holding only a 3rd class FAA medical certificate! In the event that a CFI is teaching an already-licensed pilot who holds a medical you do not need any medical certificate at all!

Whether you are motivated to plunge in fully to build flight time leading to a career or if you like the idea of flying but cannot really afford to do it, flight instruction can provide a solution for both. We’re hearing a lot today about a pilot shortage however the shortage of flight instructors cuts even deeper. There are so many opportunities for CFIs working either full or part time for established flight schools. Many CFIs prefer to remain independent and give instruction without affiliating with any flight school. Sometimes instructors find a comfortable situation with someone who has bought an airplane and prefers to have a certified flight instructor riding along with them. And the beauty of it all is that you are paid doing what you love to do!

Salaries for a Certified Flight Instructor

Most full time flight instructors earn an average of $18,000 to $40,000 per year. Part-timers can augment their income from another job by bringing home an additional $100 to $200 per week from instructing. Then again there are large flight schools that offer sign-on bonuses and salaries reaching $50,000 to $60,000 per year. Airline and FAA Part 142 flight training centers pay their instructors $75,000 to $120,00 per year to train pilots in advanced high performance and transport category aircraft.

Conclusion

As you can see there are many reasons to consider getting a flight instructor certificate. While it often is helpful to ask instructors what it’s like to be a certified flight instructor remember that every instructor’s motivation may be different from yours and it is important to look at all the benefits both long- and short-term and how they might fit into your plans. But aside from all the reasons stated in this article, there is nothing quite like the satisfaction of doing what you love and knowing that, as the instructor, you are controlling the show while someone is paying you to enjoy it.

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 Part 61 Regulations

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.

Get Started With Your Flight Training Today

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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

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.

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.

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.

Learning to Fly Isn’t as Hard as You Think

Wondering how to become a helicopter pilot? The first steps to getting into a cockpit are clearly defined, and most people qualify to start training immediately. Here are the details you need to know.

You’re watching the quintessential over-the-top car chase scene and the star is making a getaway so fast the police can’t catch him. No back street short cut combination will put the cops at a great enough advantage to cut the hero off. Then the helicopters enter the high-speed chase. There’s no more hiding for the poor car. Air power is simply better. You think to yourself, “That would be a cool job. How do I get a job like that?” The answer: start flying helicopters. Get some experience. Then apply for the job.

Anyone can buy a discovery flight in a helicopter. A discovery flight is essentially an introduction lesson for you. Much like an introduction to martial arts class or an introduction to painting, you can buy an introduction lesson to flying. The lesson normally lasts about two hours. In that time you would get a basic introduction to the parts of a helicopter and how they work. You also get to fly with an instructor for about half an hour. The discovery flight is normally a short flight just around the airport. If you are savvy enough to point the way and you don’t live very far away from the airport, you could even ask the instructor to fly over your house.

You’ll need to find a school that teaches flying in order to buy a discovery flight in a helicopter. These schools aren’t usually the local high school or recreation center. A school that teaches flying can be found at your local airport. You are likely familiar with the international airport near you; these are the airports where airlines operate. In some cases international airports are too busy for learning to fly, but many flight schools do operate from these airports. Flight training also happens at local airports, which are likely closer to you. An online search for airports near your city will reveal the small local airports in your area. You can also use this (av-info.faa.gov/PilotSchool.asp) search engine on the Federal Aviation Administration website to find the address of flight schools in your state.

Once you find the flight school nearest you, simply walk in for a visit. Be sure to visit the flight school before buying the discovery flight. You’ll want to see the aircraft and meet at least one instructor. Though appointments aren’t typically required, you may want to call and make an appointment with the school. This will ensure you don’t have to wait around to talk to someone once you get there. In addition, it helps the school be prepared for your visit.

If you like what you see, ask to schedule a discovery flight. The cost should be anywhere from one hundred to two hundred dollars if the school has smaller aircraft. You’ll be charged for the aircraft hourly operating expenses as well as the flight instructor hourly fee. The aircraft cost can be negotiable if you are willing to reduce the time you spend in the air. Consider paying for half an hour instead of an hour in the air if you are strapped for cash. The instructor hourly rate is likely not negotiable. You’ll be charged for the amount of time you spend with the instructor whether on the ground or in the air. Be prepared to pay the bill for the discovery flight prior to takeoff or immediately upon returning to the airport from your flight.

If the flight is enjoyable, you may want to consider scheduling your first lesson immediately. You’ll be required to verify your citizenship prior to starting training with two forms of identification. Generally, you’ll need your instructor to teach you for twenty or so hours before you are ready to go it alone. Before your instructor gives you permission to fly alone in the helicopter, he’ll check your abilities to ensure you can fly a helicopter alone safely.

All pilots must also complete a medical evaluation. Before you can fly by yourself you’ll need to visit an aeromedical doctor to get a certificate stating you are healthy enough to fly. The doctor will check your vision to be sure you can differentiate between a red and green light and have 20/40 vision or better, with glasses if you need them. The doctor will speak to you from across the room at a conversational volume to find out if you can hear well enough to fly. You’ll also need to provide a urine sample for basic testing. Neurologic, mental, diabetic, and cardiovascular conditions may require a more extensive review by your doctor.

As you can see, the first steps for getting into the cockpit are pretty simple. Most people qualify to start training immediately. Find a school near you and schedule a visit and a discovery flight. If you like it, sign up for training. And don’t worry too much: a pilot medical evaluation for a pilot in training is far from intimidating.

So, now that you know the first steps on how to become a helicopter pilot, what are you waiting for? Get started today!

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.

What is your industry network and who is in it? If you don’t know, you need to know. For helicopter pilots, landing the best job is all about pilot skills, experience, AND networking. Of course, you will need a good resume, the right type of experience, and some very good people skills. But even more important, you must be known by those who have influence in the industry. Helicopter pilots get hired because they have good connections with reputable people within the industry. Essentially, they know somebody. If you are not known, you might struggle to find good jobs that pay well.

The absolute best “networking” opportunity is to attend Heli Expo presented by Helicopter Association International. Another great opportunity can be found at the Heli Success conference in Las Vegas. Both conferences are incredible opportunities to meet prospective industry influencers.

Being “professional” is a serious matter, and you need to be a serious pilot. However, having a good personality is just as important. Always be approachable, humble, and courteous. Be willing to smile, laugh at appropriate times, and be comfortable being yourself. If you struggle with “people” (too shy or too aggressive) work on your people skills during flight training. Both “piloting skills” and “people skills” will advance your career, or hold you back. Again, landing the best pilot job is all about networking.

Networking is not about passing out business cards. In the helicopter aviation world networking is work. You must be authentic, genuine, conscientious, alert, and passionate about the helicopter industry. It helps if you like people, or at least enjoy meeting new people. When networking with the influencers of the helicopter industry remember that they have the same interests you have – flying helicopters. Learn to enjoy the process and maximize your opportunities. Always remember, first impressions are important so take it seriously.

Networking – What is it?

• Building professional relationships
• Introducing yourself and meet people known
• Find people with similar backgrounds and interests
• Get known
• Join industry associations and be willing to serve
• Listen, learn, and be receptive

What networking isn’t

• Schmoozing, brown-nosing
• Appear needy, pushy, disingenuous
• Whipping out business cards
• Connecting online without a proper introduction
• Shot-gunning blind resumes

Your First Connection Comes From Your Flight School – Choose Wisely

The first important connection you will establish comes from the helicopter flight school you attend. This connection can help you, or hurt you. It depends on the quality of the helicopter school and the type of training you receive. The top schools will prepare you for industry, including helping you to development leadership skills (people skills).

Moreover, the best helicopter flight schools can help you get your first job. First, the better flight schools hire their top graduates (CFI). Second, the best flight training programs are networked with Tier 1 employers, and, therefore, are positioned to help graduates get their first industry job outside of flight instruction. Tier 1 employers will recruit pilots from the best flight schools. Your reputation as a pilot will be tied to the school you trained with.

You will hear that the “helicopter aviation industry is very small”. You will hear this over and over again. Why? Because it is true. Helicopter pilots build their reputations over time, both good and bad. If you stick around long enough, people in the industry will know you by reputation before they meet you. You certainly do not want to burn any bridges or fail an employer. Negative “nicks” on your reputation will follow you everywhere. If you are a good pilot, people will know. If you are jumping from job-to-job, they will know that too. If you are “networked,” a great communicator with good people skills, AND you are a good pilot, your resume will be at the top of every stack.

How are your people skills? Do you need leadership training?

Helicopter pilots with good people skills naturally know how to build strong connections with industry leaders. The question is: “How are your people and leadership skills?” Are you coachable? Are you teachable? Do you listen? Do you communicate well? Do you follow instructions? Do you submit to authority? Do you get along well with colleagues and customers? If not, you need help. Your pilot career will only go so far, and regardless of your experience you will be overlooked and left behind.

If you are a great communicator with good people skills, it will be easier for you to build strong connections with industry leaders. If not, get some help now. Find a school that will teach you flight training AND people skills. We are not suggesting that you become a “brown noser” – that never works and will always backfire. We are referring to an authentic desire to learn from the best. Be a good student, never be a know-it-all, and be hungry to learn while working very hard. Be dependable, flexible, courteous, respectful, and fair. Always be willing to learn from every situation. Treat everyone with respect, honor, and protect their dignity – just like you would want to be treated. Essentially, be a professional in every way.

Industry experts will tell you to find a mentor

The helicopter industry experts will tell you that you need to find several mentors early in your career. Find several people who have risen to the top of the aviation industry. Reach out and establish a professional relationship. At the right time, in the right moment, ask them to help you to be the best all around pilot. Don’t be intrusive, or arrogant, but simply say, “how did you get here (industry leader) and can you help me craft my career?”

Attend industry conferences and meet people face-to-face. Be patient. It may take dozens of conferences before you can connect with industry leaders. Once you have established a connection, never “name drop”. Never exaggerate your experience. Be humble and appreciative. Show prospective mentors that you are serious about professionalism, and be willing to develop real relationships. Never let your mentor down and do not soil his/her reputation by acting like a bonehead – you might not recover.

The time to develop a network starts before you start flight school

The time to develop your industry connections is now. Before you choose a flight school, do your homework. Call Tier 1 employers and ask them for a recommendation on flight schools. If you have chosen a school, before you sign on the dotted line, call around and find out if they have a good reputation for producing quality helicopter pilots for the industry.

Networking Tips for Introverts

• Network one-on-one rather than in big groups
• Work toward creating valuable, deep relationships with a handful of approachable influencers
• Prepare in advance – anticipate key topics and have questions ready to get a conversation going
• Help someone else network, or pair up with someone you know to get an introduction

5 Tips to get your foot in the door

• Discipline yourself and make a plan
• Stay alert – look for opportunities to be around the right people at the right time
• Don’t hijack conversations or outstay your welcome
• Be open to new ideas and alternative plans
• Utilize the people you already know

The Network Code of Ethics

• First impressions are everything
• Everyone you meet will be evaluating you – be smart
• Helicopter aviation is a small industry – people talk
• Think about proper business attire – if in doubt, overdress
• Take out piercings and cover tattoos
• Be smart with alcohol – don’t get sloshed
• Know your career plans
• Get rid of negative attitudes or sense of entitlement
• Social Media can sink your ship

HAI – Heli Expo Networking Opportunities

• Pilot Mentoring Panels
• Industry Job Fair
• Rotor Safety Challenges
• Welcome Reception
• Annual Membership Breakfast
• Committee Meetings
• Salute to Excellence Awards Dinner
• Heli Expo Exhibitor Booths

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.

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.

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.