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

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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.

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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.

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Filmed in the winter of 2015 near Mt. Mason, British Columbia, Canada, Bill Hitchon riding his monster ice bike, Suzuki Boulevard on top of a frozen mountain lake at 5000 feet above sea level. It is crazy to think that Bill Hitchon is probably the only man or earth to race on this lake. Bill is a former ice racer who owns his own custom motorcycle shop in Richmond, BC. He built this bike for a movie called “Dead Rising, Watchtower” that filmed in Vancouver. http://5thgearbeta.com

The bike took 880 hex head screws in the back tire to be able to ride on the ice and about 250 screws in the front tire. The bike has an ATV tire on the rear and a KTM front end, which lightened it by about 250 lbs, making slinging it to the mountain possible.

Bill and Bill, pilot and racer, took their collective skills and pulled off one of the most amazing sports events ever filmed.

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The Expanding Array of Today’s Professional Pilot Jobs

With a thirty-five percent increase in global travelers, there are more than half a million aviation positions currently available for qualified pilots. The aviation industry is working hard to meet that demand, but experts are saying there may be a serious pilot shortage. Both fixed wing and helicopter pilots are required and, in addition, many pilots just completing their required flight times are now being hired before they can even apply for a position.

In recent years, a large majority of qualified helicopter pilots were ex-military or war pilots. These elder statesmen pilots who are now retiring from the industry and leaving many helicopter and fixed wing companies with questions and concerns as to how these open positions are going to be filled by the next generation of pilots, and how they’ll deal with a potential pilot shortage.

Another source of the world pilot shortage is that many of the airlines around the world have been increasing the amount of planes in their fleets. In Asia alone, Airbus has tripled the size of its shipments to meet the expected growth. Many of these airlines now face the hurdle of where to attain the funding to train pilots to keeps these planes safe and in the air.

Where Are the New Pilots Going to Come From?

Many large commercial airlines are looking to foreign nations to employ pilots to fill the empty aviation positions due to the significant increase in airline utilization.  Aviation industry salaries start at $60,000 for helicopter pilots as reported for 2014. Commercial pilots are starting year average salary range from $65,000 to $120,000 with the potential to $200,000 for those pilot’s who have accumulated over 1000 flight hours. It is rare for a five-year experienced pilot to expect less than $100,000 per year.

Where will the new pilots come from and how will they get the financial support for schooling? Historically, funding for fixed wing, private and airline pilot training has been financially prohibitive for many men and women due to limited monies available, or being required to take huge personal loans to cover the cost of training. But subsequently, the aviation industry and private lenders have made funds more available to those pursing a career in the aviation or air travel industry, which may lead to more pilots and help solve the issue of the pilot shortage.

Airline Pilots Get ALL the Peanuts They Can Eat!

The job perks for helicopter and fixed-wing pilots are nearly endless. While it is true that the responsibilities that pilot’s carry are quite staggering in terms of human life if one sits and thinks deeply about it, these duties become second nature with experience (flight hours). It can become easier to hold the safety and well to be of other individuals when you’re own well-being is on the line as well.

One of the most popular and well known of pilot benefits has been money.  Traditionally, the earning potential has been equivalent to that of a doctor (general practitioner) or a government lawyer, with much less time (in years) spent in school and as flight hours accumulate, pilots can surpass these status career’s salaries as well.  But many people say that is no longer the case, and pilot salaries have been in a continual slide. With this in mind, will the perks and current salaries be able to attract enough new pilots to stem the pilot shortage?

For more, here is an interesting short interview segment with aviation education book author Rod Machado:

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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 Can You Expect as a Student Pilot?

Deciding to begin a career as a Professional Student Pilot can be one of the most rewarding and one of the most challenging decisions you’ll ever make. Can you imagine, as a college student, getting to fly helicopters or airplanes on a daily basis as a part of your college experience?

Medical school students don’t get to start seeing patients for at least 4 years.  Law school students don’t get to represent clients for years after college. The same thing can be said about engineering students; they don’t get to build awesome stuff until years after graduating. Heck, education students (future teachers) don’t get to teach in the classroom for years.  But what about student pilots?  They can start flying weeks after starting their freshmen (first) semester. That is awesome! 

Medical students, law students, and engineering students have to go to school for 6 to 10 years before they start their career. Student pilots, potentially, can start flying “commercially” (paid) within 18 months of starting their training. When comparing an aviation career with any other professional career the benefits just keep stacking up.

The 5 Best Things About Being a Student Pilot and Pursuing an Aviation Career

#5 Global demand.  New Experiences:  Being a commercial pilot means you could be flying just about anywhere, at any time.  Potentially, you could fly all over the world. You will fly to some very interesting places.  With the global demand high for both helicopter and fixed wing pilots, you can virtually get a job anywhere on the planet. Helicopter pilots can take off and land just about anywhere, and typically you find heli tours in the most beautiful places on earth.  Airplane pilots can fly and land at airports in Los Angeles, New York, Paris, London, Beijing, Sidney, and even backcountry airstrips or (With the right equipment) on shorelines.

#4. Live a Life of Adventure: Flying helicopters or airplanes is not necessarily something that comes naturally.  We were not built to fly (if we were, God would have given us wings).  Flying aircraft is extremely adventurous.  You will going places and doing things most people never do.  Helicopter pilots take people up on mountains to heli-ski.  They transport folks to oil platforms in the middle of the Gulf of Mexico, transport trauma victims to major hospitals, and they might even help locate a criminal and bring them to justice.  Some very lucky pilots get to fly the President of the United States to and from the White House.

#3. Gain Respect:  Professional people garner respect.  Doctors, lawyers, professors, engineers, and professional athletes typically enjoy respect from many aspects of the general society. The same can be said of pilots.  With your commercial pilot ratings, you will be one of a the chosen few that has gained the skills and earned the right to fly commercially.  This means you have risen to a place of respect in society.  People are generally impressed by the fact that you are a pilot. Most people understand what it takes to become a pilot and therefore, they know that you are something special and unique. Pilots receive tremendous respect from their family, friends, and the community.

#2. Personal Growth:  As a pilot you will be tested.  You will be challenged.  You cannot make excuses – people must have unshakeable confidence in you.  You will have to dig deep and find out who you are.  The best aspects of you will get better, and the areas you need to work on will become evident – and you will improve and conquer the areas of your life that most people never deal with.  The question is… do you have what it takes?  If you do, you will grow “personally” more than you could ever imagine.  The responsibility of flying helicopters or airplanes is tremendous.  In order to be “trusted” you will have to become the best version of yourself in all ways.  Get ready to grow to heights you never knew were possible.

#1. Rewarding Career:  There is no doubt about it.  Good pilots make great money.  It may take time and a great deal of sacrifice to become a commercial pilot, but remember, helicopter and airplane pilots make an extremely good income.  A pilot does not have the typical 9 to 5 job.  As an aviator, your office view could be at 35,000 feet.  As a helicopter pilot, you might be “spotting Tuna” at sea as you fly for a commercial fishing company. Or, you might be covering live major news events as they happen.  This list of “rewards” for commercial pilots goes on and on.

Coming to the Right Conclusion about Aviation and Pilots

First, please get the picture of being “Maverick” from Top Gun out of your mind. You will not be spending all your time between flights cruising the beach on your motorcycle, grabbing the Hot Girls (or Guys), drinking beer and playing volleyball all day in the sun. If you’re serious about becoming a Professional Aviator, you are going to have to be dedicated and be ready to make serious personal sacrifices.

You will have to commit yourself to studying; probably more than you ever have in your entire life. Learning how to fly and everything that is involved with flying requires a tremendous amount of hard work and focus. If a Flight School advertises a life of “Fun in the Sun” with a helicopter parked on a yacht in the middle of a lake surrounded by girls in bikini’s…  we recommend that you think seriously about the level of training they are actually going to provide. Remember, this is a serious profession and only those who take it seriously will be successful.

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.