Wilson Gilliam, Jr.

A paper on economic aerospace forecasting could be as thick as your computer screen is tall. Even the FAA Aerospace Forecast Fiscal Years 2015 – 2035 is nearly 140 pages long. I’m glad this post is long on brevity and to the point about how you can fit into the increasingly influential world of aviation and aerospace.

The word “aviation” may not capture the complete role that aeronautics will have on our world during the foreseeable future. Having been a pilot for almost three decades, I’ve tended to consider the flying universe in terms of my own perspective. Within the last few years, I’ve realized that the aviation / aeronautics business will have an immeasurable influence on the world and will open up a myriad of economic opportunities. There is, or will be something for everyone.

Technology is driving innovation within many aerospace subsets. Innovations in imaging are permitting the use of lighter airborne equipment. Smaller, lighter aircraft can now perform aerial observation and recording missions than ever before. Computer chip memory increases are leading to an ever increasing number of features in avionics. Turbine engines are becoming more lightweight, resulting in a popular trend to design and utilize small business jets. These advancements are resulting in an increasing number of aviation career opportunities in the following areas (not all inclusive):

• Aircraft Crew Operations
• Drones
• Air Traffic Control
• Aircraft Ground Support (FBO operations)
• Avionics (GPS and aircraft tracking products especially)
• Aircraft Maintenance
• Aircraft Design
• Computer Programming

What better way to get acquainted with this burgeoning industry than earning a pilot’s license or a college degree in aviation? Having “in the seat” experience lends pilots an edge in the aeronautical job hunt by having first-hand knowledge of the flying world at work. This physical skills interface with aviation lays a bedrock foundation for almost any aerospace occupational field.

Pursuing an aviation interest in one emphasis can open doors in another. I remember initially attempting to prepare myself to be an airline pilot. I wound up owning an aviation company with a helicopter ATP (Airline Transport Pilot) instead. Maximizing your exposure within an interest area is the first step toward longer-term success.

Reduce the chances of becoming deflated by learning from a well-established, proven organization. As you begin to make decisions about your aeronautical flight training and/or college education, align yourself with a proven provider. Having a committed, well-experienced organization on your side from the beginning will help contain those early frustrations and career growing pains that all of us have experienced.

There is no substitute for learning from the best. After earning my flight instructor’s certificate in helicopters, I traveled to New York to attend some aircraft transition training for two weeks. The instructor introduced himself to me as Bill Staubach, a retired flight instructor from Fort Rucker. Now, that was a last name that brought back memories.

The only Staubach that I’d ever known was stitched to the first name of “Roger” and threw a football for the Dallas Cowboys during my childhood. I figured that anyone with that last name couldn’t be bad at anything. I was right about Bill. He flew a helicopter just about like Roger threw a football. The funny thing is that they really were related. Bill is Roger’s uncle.

Before I flew with Bill, I had only performed some well-managed, full-touchdown autorotations. The instructor’s hands were always nudging the controls like Mother Goose and I never knew which one of us was pulling or pushing on what (and that’s not a good thing). Imagine my surprise as I flared too high for our first auto and I noticed Bill to my left, arms folded tapping his feet and hardly paying attention. He was singing…

Oh Susanna, don’t you cry for me – ‘cause I come from Alabama with a banjo on my knee.

The touchdown had nothing to do with the word “touch” and everything to do with slam, bend and panic. The result was an instructor-controlled hop back to the pad and prolonged stint in the classroom, talking about RANT (RPM, Airspeed, Normal Rate of Decent, Touchdown Point). He must have asked me 3,000 times – “What are three indications of an engine failure?” He knew that I knew the answer (needle split, left yaw and quiet). He was ingraining it in my memory like chipping hieroglyphics into a stone tablet. Bill’s skill as a flight instructor challenged me to be a better, more confident pilot. I believe that I passed along Bill’s etiquette and fundamentals to my own students after that.

Giving yourself an edge by lining yourself up with the best is an advantage that you cannot afford to miss out on. If your flight lessons are the first venture into aviation, then your contact with the training school will result in a long lasting impression. Hint: Make sure it’s the right school. The impression will serve to educate and motivate you into remaining engaged in one of many aviation careers.

The aeronautical / aviation industry will have a tremendous influence on the world’s economy in the coming generation. Why not be a part of it? No matter what your age, there’s going to be room for everyone that’s interested. Not only can you work in an exciting environment, the freedom will exist to “spread your wings” to other industry areas as you fly along.

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.

Due to a series of “student pilot” accidents involving Robinson aircraft the Federal Aviation Administration (FAA), on March 27, 1995, established a specific training requirement for the R22 and R44 helicopters. These requirements applied to students under instruction, pilots acting as pilot in command (PIC), and flight instructors. Below we provide a bried explanation of the SFAR 73 and what it means. For a detailed explanation please see the resources provided at the bottom of this page.

In order for a student, pilot, or instructor to manipulate the controls of an R22 or R44 helicopter, they first have to have received “awareness training” from an authorized flight instructor (CFI). The CFI is authorized by the FAA, and therefore able to issue the students or pilots an endorsement stating that they have received the propoer awareness training regarding the R22 or R44.

Over the years, innovations in helicopter design and new regulations from the FAA have made helicopters safer, more reliable, and easier (less complicated) to fly. SFAR 73 was an innovation to flight training that made a big difference in regard to safety and improved flight training.

For more information regarding SFAR scroll down below the videos.

ULA Training Video – R22 Collective Video

To see all the ULA Training Videos on Youtube – click here

ULA Training Video – R22 Cyclic Video

ULA Training Vidoe – R22 – AntiTorque Foot Pedals

Student Solo Flight

In order for any student pilot to solo in an R22 (assuming the student does not hold a rotorcraft helicopter rating), he/she must log 20 hours of flight first. These hours must be flown with a CFI (dual-instruction), and obtain not only the standard solo endorsements (in logbook and on student pilot license), but he/she must also obtain an SFAR solo endorsement from the instructor.

If the student wishes to skip the R22 and start in the R44, he/she must log 20 hours of dual-instruction in the R44and obtain not only the standard solo endorsements (in logbook and on student pilot license), but he/she must also obtain an SFAR solo endorsement.

The endorsement is as follows:

I certify that Mr./Ms. _______________ has received the awareness training required by SFAR 73, 2 (A)(3)(i-v) on __________ (Date).

__________ (Instructor) __________ (Certificate Number) __________ (Exp. Date)
Robinson R22 and R44 Helicopter SFAR 73 Awareness Training is the required ground training that students and pilots must have before they can manipulate (fly) the flight controls of an R22 or R44 Helicopter. The awareness training also covers Low RPM leading to Low Rotor RPM Stall, Low G leading to Mast Bumping and Energy Management.

Other Valuable Resources

SFAR Youtube Video Training (training video 1) (training video 2)

Helicopter Training Videos

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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.

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.

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.

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.

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.

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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The Robinson R-44 is two-bladed, 4 seat light helicopter made by Robinson Helicopter Company, based off their R-22 design. The R44 was designed in 1980s by Frank Robinson, and had its first flight in March 1990. After further testing, the first production model of the R-44 was delivered on February 1993. The R44 is powered by a Lycoming IO-540-AE1A5 6 cylinder flat engine with fuel injection rated at 245 bhp.

Over 5600 R-44 helicopters have been produced, and it has become a popular choice for helicopter flight schools. The R-44 is used for the majority of rotorcraft training at Upper Limit Aviation.

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.