My personal aviation lineage and the first time I knew I wanted to be a pilot trace back to my grandfather.

Shawn Arena

Those of us who have been fortunate to have received the gift of flight or just the enjoyment of aviation can usually trace back to where that flame to be a pilot was first kindled. Perhaps it was a friend who owned an aircraft and gave you your first flight. Or it may have been a family member who long ago instilled that love and passion for airborne experiences. That is how it was born in me – through my maternal grandfather.

The Start of His Influence

My grandfather was born in Rochester, New York in 1907, a mere four years after the Wright Brothers’ flight in 1903. He and my grandmother moved to California by the mid-1950s where they lived the rest of their lives. I was only 8 – 10 years old at the time and remember vividly him taking me to either the local airport to watch planes take off and land or to a hole-in-the-wall photo gallery where he would purchase pictures of anything aviation. Being just a kid at the time, I did not understand the significance of those weekly trips – to me it was just ‘time with grandpa.’ My bedroom would be adorned with pictures of the Spirit of St. Louis, or from early aircraft designed by aviation royalty such as Douglas, Curtiss, Langley or the Wrights.

As years went on and life unfolded before me, I was unknowingly aware that the kindling aviation fire was simmering within. By the time I was a junior in high school, that kindling of a desire to be a pilot had grown to a full-blown blaze (which it remains to this day). I enrolled in the school’s fledgling 2-year old USAF Junior ROTC program, whose curriculum included not only the mandatory Drill and Ceremony protocols but frequent aviation-related field trips. One of those trips was to one of the two local active duty U.S. Air Force Bases in southern California – March AFB (now March ARB), where I stood in awe as the Strategic Air Command (SAC) B-52 Stratofortress fleet based there would lumber down the runway in a very deceiving manner that looked as if it was not moving enough to even take off!

His Physical Decline

By early September 1975, his physical state was in serious decline. After surviving six heart attacks, he suffered a stroke that paralyzed the left side of his body which left him not only unable to speak but only able to walk with the aid of a walker. I had been accepted into the University of Southern California as a biology major and he and my grandmother followed my parents and I as we drove the Los Angeles freeway system to my new life as a college freshman living in the dorms. That was the last time I saw him alive, for two weeks later he passed away- at the young age of 68. Little did I realize at the time, but from that day forward he would become greater than life to me as aviation slowly but surely took a hold of my career.

Carrying On And Working To Be a Pilot

Four the next four and half years, my total focus was concentrating on ‘surviving’ the college experience. By the end of 1979, I had not only changed my major but was able to graduate with a Bachelor’s of Arts degree in Psychology. By November 1980, I was able to land my first ‘real’ job as a Civil Engineering Aide with the County of Orange, CA. This turned out to be my personal gateway that would lead me back to aviation, because the County owned and operated John Wayne / Orange County Airport (SNA), and provided me with an avenue to someday working there. In January 1984 I began flying lessons at SNA. By February 11th of that year, I was ready to solo. I took the time to commemorate the occasion by penning a tribute to my grandfather entitled “You Gave Me My Wings.” I earned my private pilot certificate on April 11, 1984. I was living in a small condominium nearby and took stock that night to offer a toast to grandpa – “We are on our way” I stated to myself that night.

On June 17, 1987, I was selected as a Noise Abatement Specialist at John Wayne Airport and performed those duties until May 1994, when I received a promotion as a Noise Officer at Phoenix Sky Harbor International Airport (PHX) in Arizona. For the next 27 years, I became an airport administrator at four commercial service airports and airport manager at four general aviation airports (while also teaching aviation education to undergraduate and graduate students at Embry-Riddle Aeronautical University-Worldwide Campus, where I earned two Masters Degrees). All through those years, however, I did not forget where that passion for flight came from. At every airport, I would make it my duty (of which my superiors were glad to see) to conduct self-inspection tours – not only to satisfy associated FAR Part 139 Certification and Safety requirements – but to spend time with my grandfather as we drove the perimeter road to make sure all was well, and to reflect on him. When I saw a vintage airplane I would stop the vehicle and gaze at it…” Imagine” I would tell myself, grandpa saw or heard about these planes when they were in their prime.

The Tradition Continues

January 22, 2016. My youngest son Andrew graduates Western Maricopa Education Center (WestMec) at Glendale Municipal Airport (GEU) with his Airframe & Powerplant Certificate. Now I know many of you may be thinking “Oh, that’s nice he took his father’s advice and followed in his footsteps.” Well, not exactly. He decided on his own that he was going to ‘give it a try’ because in his mind he was out of options of what he wanted to do in his life…yes, dad was proud of his achievement. He now works at one of the busiest flight schools in the U.S. at the second busiest general aviation airport in the country (and one I used to manage), Phoenix Deer Valley Airport (DVT). Another generation of aviation in the Arena family… one that started long ago and who’s tradition continues. Thanks Grandpa!

Get Started With Your Flight Training Today

You can get started today on your journey to be a pilot 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.

Dr. Mary Ann O’Grady

When considering enrollment in a flight training facility that offers “accelerated flight training” courses that allow you to earn your private pilot’s license or other ratings, such as instrument, commercial or CFI/CFII (flight instructor) within a reduced timeframe [seemingly] in an attempt to save you time and money, reflect upon these questions:

How do accelerated flight training programs compare and contrast with regular flight training programs?

How does the quality of the education compare/contrast between accelerated flight training schools and regular flight training schools?

Do you have what it takes to attend accelerated flight training schools and successfully complete an accelerated flight training program to get your “ticket”?

The definition of accelerated flight training in comparison to regular flight training suggests that a flight student will be able to complete any one of the pilot training programs within a reduced time frame while still adhering to the number of hours required by the FAA at every one of their FAA certified flight schools. For example, the private pilot license requires a minimum of 40 hours according to parts 61 and 91 of the FARs. This includes 20 hours of “dual” flying with an instructor, 10 hours of “solo” flight time when you will be practicing preflight procedures, airport operations, takeoffs and landings, navigation, flight at various airspeeds, stalls, night operation, and emergency operations. You will also need three hours dual cross-country flying with a destination in excess of 50 miles from their origin, three hours of dual night flying, and three hours of dual flying by instruments only. Your solo flight time includes a minimum of five hours on cross-country flights during which one trip must cover a minimum of 150 miles with landings at three airports.

The aeronautical knowledge required by the FAA in the FARs in addition to the time spent developing your flying skills in the air, includes aerodynamics, aircraft systems, aeronautical decision-making, weather reports and forecasts, planning for the unexpected, aircraft performance, and various methods of navigation that is often dictated by what avionics are available in the flight school’s aircraft as well as what nav aids are located on the airports where you are flying. My suggestion is to take advantage of everything that is available to you rather than developing a penchant for a particular nav aid that may or may not be available to you in the case of an emergency or due to other unforeseen circumstances.

In addition to the ground (classroom) and flight (in the air) training, it is necessary for you to demonstrate your mastery of both the theoretical and practical application of the material by taking and passing a written, oral, and practical flight test with an FAA examiner. Although you must pass the written test by taking advantage of any number of study guides that are available, I caution you that passing the written test alone will not make you a safe and competent pilot. Your flight instructor will guide you in what areas to study as well as where you will find the most up-to-date information which is the ideal way to spend those times when you have IFR conditions and you are working towards becoming a VFR pilot. As one honest flight instructor succinctly told his advanced aviation students: “Yes, I can teach the ATP ground school for taking the written ATP exam in three days, but you will never retain the information.”

If you are considering enrolling in accelerated flight training schools with an accelerated program, be sure to reflect upon whether that program will provide the same quality of instruction that a regular or non-accelerated flight training program does. It is wise to consider the level of flight training or rating that you wish to pursue at this point because they require varying levels of expertise to successfully complete. For example, if you are just entering your initial private pilot training program which will serve as the foundation for all the rest of the ratings that you may decide to pursue, you might want to ensure that it is at the highest level of ground school and practical (in the air) experience. This will maximize your learning of the course materials and developing your skills as PIC (pilot in command). Typically it is better to learn a skill correctly the first time than it is to have to unlearn it and then develop that skill correctly. Perhaps the major consideration when making the decision regarding an accelerated flight training program is whether or not you personally have the temperament and capability to successfully complete such a program to get your “ticket”?

Not every student functions equally as well in a high-stress environment which is usually exacerbated by an accelerated flight training program. In addition, flying has sometimes been described as “hours of boredom occasionally punctuated by several minutes of pure panic.” This is not meant to discourage your decision regarding accelerated flight training schools and accelerated programs. However, when you have flown for thousands of hours, you are bound to encounter challenging situations, such as non-functioning radios, a deterioration in the weather, a malfunctioning flap switch, etc. So, developing confidence in your abilities as a PIC becomes a prime directive where you must be able to make a decision based on the information that you have available to you at that point in time and then stick with it whether you like it or not.

There is one accelerated flight training program that is being advertised on the Internet which purports to be the “fastest, safest and most affordable path to the sky” and that you can “learn to fly as little as 10 days or less” with their accelerated flight training program. They also promise to focus on teaching “in a relaxed, laid back environment.”  One thing that is immediately evident with this program is the lack of the student-centered ideology, and instead a focus on the philosophy, talent, skills, and goals of the owner/CEO.  There is little or no reference to tailoring their instruction to maximize student learning potential and a successful completion of the program.

And also keep in mind, the indication of an excellent flight instructor is his or her ability to instill those skills and information in his or her students.

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

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

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.