Locate a top notch flight school. Ask your pilot friends if they can recommend a good flight school. Often, they will tell you about their own school but they may also recommend a better school. If you don’t know any pilots, you can easily meet some. As a whole, pilots are some of the nicest people and they consider the aircraft community to be an extended family. You can quickly join into this club by seeking out pilots at small airports to answer your questions. Last but not least, you can look up local flight schools in the phone book.

Research the school thoroughly by inquiring into their programs, reading reviews, and analyzing it for cost and quality. Avoid choosing a flight school without researching it thoroughly. Questions you need to consider: what’s their history, what are the types and ages of the planes, and what maintenance do they perform? The flight board requires that the aircraft be checked every 100 hours, but a careful flight school will check even more often. Think about opting for a school that records your flight time with Hobbs Meters as their engine hour meters. Engine hour meters are very important instruments that record the time the engine has been running and hence you can record your flight time more accurately.

Make it through ground school. Both your time in ground school and your flight hours are extremely important to achieving your ultimate goal. Just like learning to drive, many things will have to be learned about flying and the plane before you actually fly. Very few flight schools will allow you to do your ground school training and your flight hours at the same time. The basics of flying, aerodynamics, rules of the airport, plane inspection, reading sectionals (maps, radio frequencies, avionics), and the visual impact of flying will be covered in the ground training. You can expect the written exam to cover the ground training.

Successfully pass a physical examination. You will not be allowed to fly, not even the most basic maneuvers, until you pass a physical exam. The physical exam is done to check basic physical health. Your blood will also be tested for drugs and other abnormal findings. Your eyesight will be tested as well. Contrary to popular belief, you can fly even if you wear glasses! However, a doctor has to sign off that your less than perfect vision won’t harm your ability to safely fly the plane.

Try and get in as many flight hours as you possibly can. You will begin your flight training with an instructor. This one-on-one is very informational. You will be trained in many valuable areas, including how to take off, stall, and land a plane. You need to know how to stall the aircraft so you can practice pulling the plane out of a stall. Power on and power off are the two kinds of stalling. If a plane stalls during take off, this is called power on stalling and occurs at full throttle. Stalling during a landing sequence when the plane is at low idle is called power off stalling. It is crucial to know what to do in both situations in case something goes wrong.

You will also learn many crucial maneuvers, such as ground reference maneuvers, during flight hours. Ground reference maneuvers are done by finding an object and making a complete circle around it while at the same altitude and distance. This is also the time when you will learn how to fly with and without instruments and how to read your navigation panels. After you have completed your training, you are eligible to fly solo to collect flight hours.

Treat your testing as being of vital importance. After you have logged all your flight hours and you have completed your ground training, you are eligible to start the testing process. Perform well and you could land a job as a commercial pilot. Although policy allows you to retake a test if you fail it, commercial pilots are not permitted to fail any of the tests.

Your instructor will recommend a facility where you will take the written test. This test will encompass the material you learned in ground school as well as what you learned while in the air. Your final test, a flight with a certified examiner, happens after passing the written test.

During the flight, the examiner will question you on areas and items you missed on the written test. Prior to flying, you will examine the plane. Then you and the examiner will take off and land several times, and you will have to demonstrate any particular moves your instructor requires. If you pass, your examiner will declare you fit to fly on your own and you will be licensed.

On the evening of Jan. 25, Avianca Flight 52 was on a scheduled run from Bogotá and Medellín to New York City’s JFK airport. As the plane approached New York, heavy traffic and deteriorating weather resulted in a series of slowdowns and delays, including a holding pattern lasting more than an hour. During that time, the plane burned away most of its reserve fuel, which would have been used — and probably should have been used — for a diversion to its flight-planned alternate of Boston.

(For a review of the fuel carriage requirements for commercial airlines, see here.)

Enjoy this story?

More
Buzz up!
Digg
Facebook
StumbleUpon
Reddit

The flight was eventually cleared to JFK, but the situation became desperate after powerful crosswinds forced the Boeing 707 to abandon its initial landing attempt on Runway 22L. Controllers then rerouted the plane far to the north in preparation for a second attempt, at which point all remaining fuel was consumed. One at a time the jet’s four engines stopped running, and it glided to a crash landing on a wooded hillside in the small enclave of Cove Neck, 15 miles from Kennedy, the shattered fuselage coming to rest in a residential backyard. Seventy-three of the plane’s 158 occupants were killed, including the entire cockpit crew.

Despite being dangerously low on fuel, the pilots never informed air traffic control of the urgency of their situation. A simple declaration of an emergency would probably have saved them. Instead, they willingly, if nervously, accepted a deadly series of time-consuming holds and vectors from air traffic control.

As many others have done in the nearly 20 years since the accident, Malcolm Gladwell hypothesizes as to why it occurred. He ultimately puts the blame on what we’ll call “cultural issues.” He suggests that the Colombian pilots, due to a culturally imbued deference to authority, were disinclined to challenge the instructions of the air traffic controllers. It’s a fascinating and provocative idea.

But I’m not sure that I agree with it. And even if I do, I do not believe, as Gladwell apparently does, that the cultural background of a cockpit crew has a serious bearing on air safety in 2008.

Reluctance to challenge authority has indeed been a factor in several past accidents. See Tenerife, 1977, for example, where it played a central role in the worst air crash of all time. Traditionally it has occurred within the cockpit — manifested by, for instance, a young first officer’s hesitancy to question the judgment of a more experienced, perhaps overbearing senior captain. There are examples from a wide swath of cultures — from America, Europe, South America and Asia. In the case of Tenerife, the crew was Dutch.

As for Avianca 52, we are asked to accept that a professional aircrew was intimidated to the point of catastrophe by the authority of air traffic control. Gladwell focuses on the first officer (copilot), whose duties on the leg to JFK included communicating with ATC. At one point, according to investigators, the captain specifically requested that he use the word “emergency” over the radio. But, for reasons unknown, only the word “priority” was used — a term that, in the pilot-controller lexicon, conveys far less urgency. Listening to voice recordings of the pilot talking with ATC, one is struck by the lack of distress in his voice. You can take this different ways. One impression is that of a pilot too macho to reveal any fear or urgency. A cultural thing, maybe — not one of deference, but one of a macho Latin pilot who refuses to let his emotions show.

But there were three pilots in the cockpit that night, all of whom had a vested interest in staying alive. It is the captain, not the copilot or controllers, who has absolute authority over the safety of his aircraft, and the idea of ATC overriding this authority is unheard of in any aviation culture. Thus, if Gladwell is correct, it is only to a point. Cultural issues were possibly at hand, but so were language issues, technology issues, a failure to follow standard operating procedures — and, perhaps most critical of all, a communications breakdown facilitated not by culture per se, but by the personality dynamic within that particular crew.

Aside from the obvious failure of the pilots to relay the criticality of their fuel status, the findings of the National Transportation Safety Board (NTSB) included the following:
inadequate management and monitoring of the plane’s fuel load
a lack of en route communications between the pilots and their dispatchers, who would normally be on hand to assist with fuel and diversion planning
a failure of the dispatch team to provide the crew with adequate weather information
a flight plan that failed to adequately consider ATC or weather delays

In other words, sloppiness all around. This was a crash that was punctuated by, though not necessarily “caused” by, anything the copilot said, or didn’t say, over the radio.

(I should mention, however, that Colombia’s Avianca traces its lineage to 1919 and is one of the world’s oldest airlines. On the whole, notwithstanding the foregoing, its safety record compares favorably with those of most other large carriers.)

Running out of fuel is unforgivable, but playing the culture card to explain it away is, on some level, too easy. The truth lay deeper and was in the end perhaps impossible to decipher. Consider for a moment the case of United Airlines Flight 173, a DC-8 that ran its tanks dry over Oregon in 1978. As with Avianca, the United crew was on the one hand acutely aware of its situation yet, on the other, inexplicably loath to deal with it.

Overall I have few quibbles with the main postulates in Gladwell’s new book, but with this particular example, he’s overreaching, oversimplifying, overemphasizing.

On the speaking circuit, meanwhile, he’s been hitting and missing.

Captains
B777/A340 >>>>>>$ 8,850 – $ 15,300
B747-400 >>>>>>$ $10,000-$16,500
Airbus A380 >>>> $ 10,700 – $16,500

Allowances ( approximate monthly meals,nightstop and productivity allowances).

First Officer gets between S$ 4,000 to S$ 6,000

Captain gets between S$ 5,000 to S$ 10,000

If you are starting to do research on how to learn to fly, it can sometimes become an overwhelming task, but stay calm it is not as hard as it looks!!! There are 9 different types of basic certificates. In successive order of qualifications they include student, sport, recreational, private, instrument rated, commercial, certified flight instructor, airline transport pilot and designated pilot examiner.

This system of certificates, together with a set of add-on ratings is used to specify the different types of flying a pilot may do. To successfully acquire a certain certificate, a pilot must complete ground school, written examination, oral examination and flight test. The good thing is that these certificates never expire until they are surrendered, suspended or revoked. However to be able to fly the pilot is required to remain current in certain things such as to hold a valid medical certificate and to fly a certain amount of hours per year.

Let me explain to you each certificate in more detail. Note that this information is based on FAA rules. The rules imposed by the Regulatory Agencies of your country might be slightly different, however in context they are pretty much the same.

Student Pilot

This is the starting point for everyone who wants to learn to fly. It is also the point where you will know if you will like flying or not. This can happen as early as your first flight. In my case, on the first flight I felt like I was the King of the World. Student pilot privileges are very limited, however they provide enough freedom to allow you to learn all of the basics, including cross country flying and interaction with ATC. When you are starting to learn how to fly, you complete all of your flights with a Certified Flight Instructor (CFI) on board. If you have reached the age of 16, have a valid Class III medical and have mastered the basic skills and educational topics of flight, you can make your first solo (Make a flight normally at an airport with low traffic, the location may vary from CFI to CFI, without an instructor or other certified pilots at the controls). As a student pilot you are allowed to operate only near to your “home-base” and with a sign-off by your CFI you can travel to other local airports to practice your cross country skills. You may only fly in good weather during the day and night. You may think “I have a CFI on board and if weather gets worse he can fly back”. In general terms that is true, but it would be a waste of your money, since those hours do not count towards your certificate. I personally do not recommend it, but hey, it is your money. As a student pilot you are not allowed to carry passengers or fly for hire. Flying on busy Class B airspaces is usually not permitted without a special permission from your CFI.

Sport Pilot

Sport pilots fly in aircraft that fly at low speeds – less than 100 mph. The sport pilot certificate created new medical standards for pilots. These pilots usually do not require Medical Certificates. The only proof they need is to have a current valid driver’s license. To get this certificate you must be at least 17 years old and have a minimum of 20 hours of flight time. This includes 15 hours of flight training and 5 hours of solo flight. As a Sport pilot you may fly cross-country; however, you cannot operate at airports or airspaces that require ATC communication unless you receive the proper training and endorsements from a CFI. You are also not allowed to fly after dark and with more than one passenger on board. Every 24 months the pilot is required to revalidate their certificate by undertaking a flight review with a CFI.

Recreational Pilots

Recreational pilots are primarily people who learn to fly for fun, with little interest in becoming professional pilots or using airplanes as a practical means of traveling from place to place. Recreational pilots must be at least 17 years old and have a minimum of 30 hours of flight time (the real-world average is more than 40 hours), including a minimum of 15 hours of flight instruction. Recreational pilots may not fly more than 50 nautical miles (about 58 miles) from an airport at which they have received instruction, unless they receive appropriate cross-country training and a special instructor’s endorsement. Recreational pilots may not carry more than one passenger at a time, and they may not fly for hire or at night. They are not permitted to operate an aircraft on any charity flights, nor in connection with a business or their employment. They may fly only single-engine airplanes that have fixed landing gear, no more than four seats, and an engine of no more than 180 hp. They may not fly in airspace where communication with air traffic control (ATC) is required unless they receive the appropriate training and have a special endorsement from a certificated flight instructor (CFI). As a result of these restrictions, the vast majority of people studying for their recreational pilot certificate continue to earn their private pilot certificate. Because of this, there usually are only about 300 pilots with the recreational certificate each year. Recreational pilots must have a current Class III medical, which they must renew every 24 or 36 months (depending upon age). They must revalidate their pilot certificates every 24 months by undertaking a flight review with a CFI.

Private Pilots

Private pilots comprise the largest group of pilots and are among the most active flyers. In 2003, there were 241,045 private pilots. To become a private pilot, one must be at least 17 years old and have a minimum of 40 hours of flight time (the actual average is about 70 hours), including 20 hours of instruction and 10 hours of solo. Pilots trained according to accelerated curricula defined in Part 141 of the Federal Aviation Regulations may be certified with a minimum of 35 hours of flight time. A private pilot — with appropriate training, ratings, and endorsements (e.g., floatplane, tail dragger, multiengine, helicopter, jet, retractable gear, pressurized, high-performance, complex, etc.) — may carry passengers in any aircraft, day or night, good or bad weather (see Instrument Rating below). Private pilots may not fly for compensation or hire (no passenger or revenue services) but may share equally with their passengers the direct operating expenses of a flight — specifically fuel, oil, airport parking and landing fees, and aircraft rental charges. Private pilots must have a current Class III medical, which they must renew every 24 or 36 months (depending upon age). They must revalidate their pilot certificates every 24 months by undertaking a flight review with a certificated flight instructor (CFI).

Instrument Rating

While technically not a pilot certificate, the instrument rating is the most common and logical step to take after gaining some experience while flying with a private pilot certificate. This add-on rating allows a pilot to fly in weather with reduced visibilities such as rain, low clouds, or heavy haze. When flying in these conditions, pilots follow instrument flight rules (IFR). The instrument rating provides the skills needed to complete flights without visual reference to the ground, except for the takeoff and landing phases. All pilots who fly above 18,000 feet mean sea level (msl) must have an instrument rating. The instrument rating makes the use of aircraft more practical for routine transportation because most of the time, an “IFR-rated” pilot will be able to safely conduct their flight in spite of the weather conditions they may encounter. The instrument rating requires highly specialized training by a certificated flight instructor (CFI) with a special instrument instruction rating (CFII), and completion of an additional written exam, oral exam, and flight test. Pilots applying for an instrument rating must hold at least a current private pilot certificate and medical, have logged at least 50 hours of cross-country flight time as pilot in command, and have at least 40 hours of actual or simulated instrument time including at least 15 hours of instrument flight training and instrument training on cross-country flight procedures. If not used on a regular and sufficient basis, pilots must revalidate their instrument rating every 12 months by undertaking an instrument proficiency check with a CFI.

Commercial Pilots

As the name implies, commercial pilots can be paid to fly aircraft. Commercial pilots must be at least 18 years old and have a minimum of 250 hours of flight time (190 hours under the accelerated curriculum defined in Part 141 of the Federal Aviation Regulations), including 100 hours in powered aircraft, 50 hours in airplanes, and 100 hours as pilot in command (of which 50 hours must be cross-country flight time). They must hold an instrument rating, or be restricted to flying for hire only in daylight, under visual flight rules (VFR), within 50 miles of the originating airport. They may fly for hire in accordance with applicable parts of the Federal Aviation Regulations.

Certified Flight Instructor

A certificated flight instructor (CFI) is authorized by the Federal Aviation Administration to give instruction to student pilots and pilots taking recurrent training or preparing for additional certificates or ratings. They also may give flight reviews and recommend their students for flight tests. CFIs must be at least 18 years old and must hold at least a commercial pilot certificate and instrument rating. CFIs may earn a special instrument instructor rating, allowing them to teach instrument flying (operating an aircraft in the air solely by instrument indications without visual reference to the ground). An instructor with this rating is called a CFII. In addition to undertaking their normal flight review every 24 months, CFIs must revalidate their instructor certification every 24 months. There were 87,816 flight instructors in 2003.

Airline Transport Pilots

This is the doctorate degree of piloting — and 143,504 pilots were in this distinguished category in 2003. Airline transport pilots (ATPs) must be at least 23 years old and have a minimum of 1,500 hours of flight time, including 500 hours of cross-country flight time, 100 hours of night flying, and 75 hours in actual or simulated instrument flight conditions. Most ATPs have many thousands of hours of flight time. ATPs also must have a commercial certificate and an instrument rating. ATPs may instruct other pilots in air transportation service in aircraft in which the ATP is rated. They may not instruct pilots outside of air transportation service unless they also have an appropriate fight instructor certificate. ATPs must have a current and much more stringent Class I medical, which they are required to renew every six months. Like all pilots, they must revalidate their certificates every 24 months with a flight review. However, most active ATPs undergo a check ride in an aircraft or simulator every six months.

Designated Examiner

If the airline transport pilot is the doctorate degree of piloting, then becoming a Federal Aviation Administration (FAA) designated pilot examiner (DPE) is the equivalent of mastering advanced post-doctoral work. These individuals are few and far between. They’re almost like judges in that they have to be appointed by the regional FAA Flight Standards District Office (FSDO). Before one can become a DPE, he or she usually has to wait for one of the current DPEs in that region of the United States to retire. As the name implies, these people have been designated by the FAA to test or examine the performance of their fellow pilots. DPEs typically have decades of real-world experience and perform the majority of official FAA check rides or flight tests for everyone from new pilots to seasoned airline captains.

In the U.S., airman certificates are issued by the Federal Aviation Administration (FAA) — and pilots are certificated, not licensed, although the word license (note the spelling) is still commonly used informally. Legally airman certificates can be revoked by administrative action; whereas Licensing requires intervention by the judiciary system. In Canada, licences are issued by Transport Canada, and in the United Kingdom by the Civil Aviation Authority (CAA).

At all times, an aircraft in flight must be under the authority of an appropriately qualified pilot, the pilot in command, who is responsible for the safe and legal completion of the flight.

Pilots are qualified to fly at a specific privilege level and in one or more specific categories of aircraft. Examples of privilege levels found in most countries are

Aviation professionals need to stay up on the latest techniques, technology, and industry news. A pilot that reads industry publications, web sites, and blogs will enrich their own personal experience in flight while learning about the changes in the general industry. Mechanics can read up on new tools for their job and new specifications or advancements in airplane technology which can affect their daily lives. This knowledge can be built gradually but is important in the future.

As well, aviation workers need to work constantly on their communication skills in order to work well with professionals old and new. Aviation professionals come into contact with airport professionals, flight crews, customers, and administrative professionals for their airline on a daily basis. Communication skills are improved in a variety of ways. Aviation workers need to understand the job responsibilities of their colleagues in order to communicate effectively with them. They also need to understand that each professional faces different stresses during their daily lives, which can help inform their conversations. Finally, workers can improve communications with their co-workers by speaking honestly with them and communicating problems as soon as they arise. In this way, communications leads to trust and esteem for an aviation professional.

Finally, aviation professionals can ensure a long and successful career by engaging in as many professional development activities as possible. Airlines often have courses for their professionals on office organisation, communication, setting goals, and other skills needed in the industry. As well, there are often specific courses set out for pilots, mechanics, and operations staff which can help them stay updated on new technology and gain certification. Finally, aviation professionals need to seek outside help when possible. There are many flight schools and aviation centres which have computer simulators and tests to help their clients gain the skills needed for long term success.

The junior position in the airline cockpit is that of first officer, who acts as both an apprentice and co-worker to the airline captain. First officers are younger pilots who are just entering the airline industry and are looking to gain the experience necessary to succeed over the long term in the field. These young professionals are making a considerable sacrifice in terms of finances for the first few years of their career, as many airline pilots make around 20,000 pounds per year in their early professional years.

While the financial aspects of the first officer position are lacking for some professionals, the rewards are plentiful for the right candidate. The opportunity to work with a major airline is one of the best reasons for a pilot to work as a first officer. There is no substitute for major airline experience, no matter the career path of a particular first officer. As well, working side by side with experienced captains and flight crews can teach first officers about the culture of the airline. This knowledge, along with technical tips given by senior pilots, can be immensely helpful when it comes to applying for captain’s positions.

First officer positions can be a launching pad for the candidate with the right skills. A quick advancement within the field, whether it is to captain or another position within the airline industry, can happen for a first officer that shows high technical aptitude. A flawless record and the ability to avoid mistakes make for the perfect captain’s candidate. As well, a first officer that is able to demonstrate strong communications and organisational skills amongst their flight crew members can rise quickly in the airline ranks. Ultimately, the trajectory of a first officer’s career path is up to the candidate and their commitment to the job.

An important lesson that trainee pilots learn in their early professional career is to exhibit patience. A patient pilot is one that considers every possible contingency in the case of emergency and makes an informed decision from there. While this sounds easier in theory than it is in practice, trainee pilots in the UK need to understand that patience is incredibly important for a long career. Patient pilots and flight professionals are able to size up issues before they develop and calmly instruct their colleagues on how to proceed.

Another lesson that trainee pilots often learn is one that may seem contradictory to the last one stated. Patience is an incredibly important virtue in the aviation industry but so is the ability to be decisive. A further investigation of these two traits shows that they are complimentary and necessary for pilots who want to succeed in the long term. Patience is needed in keeping an eye on the control board and the flight plan, while decisiveness is important in turning analysis into action. Pilots who have engine problems or need to make an emergency landing need to make decisions quickly based on the deliberations of air traffic controllers and fellow pilots.

The most critical lesson that trainee pilots in the United Kingdom learn early in their career is that they need to communicate concisely on every occasion. Pilots who are speaking with harried air traffic controllers and other pilots focused on their flight plan need to keep their sentences short in order to avoid jamming up the airwaves. As well, trainee pilots are quickly immersed in the world of acronyms and short hand terms. Trainees need to understand that this short hand is universal throughout the region and most of it translates throughout the world.

One way in which pilots can get more experience and a different perspective on their jobs is through flight simulation programs, available at flight schools and training facilities. These flight simulators range from simple computer programs to large simulators where pilots sit at a functioning control board. The reason why pilots often choose this route in their efforts to stay sharp is that it is less strenuous than actual flight and is a quick way to get some practice in between work days. As well, flight centres and training facilities are becoming more plentiful in the United Kingdom and Europe, which allows travelling pilots to test out new control configurations and flight simulators.

Another way for pilots to get some extra flight hours into their busy work schedule is to pick up some hours flying charter planes. Often, this option is best used by airline pilots that have just left an airline position, as the flight schedule can be rigorous. Charter flights allow pilots to work on smaller airplanes with fewer functions, which require pilots to be more intuitive and thoughtful in their jobs. As well, charter flights are a welcome reprieve from the pressures and rigors of the airline industry. Charter planes often carry less than twenty people, allowing a pilot the chance to speak with passengers and break away from their routine.

In any event, airline pilots need to fly extra hours for a number of reasons. Pilots need to see their positions from a different perspective, even if this requires sacrificing a bit of personal time with flight simulators. As well, pilots can always use experience in a variety of different settings to keep them on their toes. Finally, pilots need to understand the importance of their jobs to the hundreds of thousands of passengers they help travel throughout the year.

One thing I always tried to do was be straight forward with students, telling them exactly what they were going to spend. Also to make sure they understand if they don’t stick with their training, the more it is going to cost.

The first thing you want to make sure you do is commit to getting your private pilot license. Many people will start learning to fly and then run out of money because a flight school wasn’t quite truthful about what it was going to cost. Another scenario is the student will let everything get in their way when learning to fly. In short many people won’t get their license because they don’t plan.

The first thing you want to do is plan. Would you just start building a new house without a plan? Probably not. So why do so many people just start taking flying lesson without a budget or plan?

So I will familiarize you with some terminology that you will need to know and start you going thru this entire process.

When you start looking around you will find a few things that are in the cost estimates of all the flight schools.

Dual Instruction: This is also known as flight instruction received. This is the time you are up in the airplane with your flight instructor. In the case of dual instruction the cost will include both the airplane and instructor. Solo Time/Aircraft Rental: This is the time you will be renting the aircraft that is charged on a per hour basis like the dual instruction:

Flight Instructor: This is the charge per hour for the flight instructor.

There are some different ways that a flight school will word their cost estimates.

One school may have DUAL INSTRUCTION in an estimate and another school may have Aircraft Rental and Flight Instructor. I will give you some sample prices below:

Flight Instructor Rate: $50.00 Per Hour Aircraft Rental Rate: $96.00 Per Hour

Examples of a brief cost estimate from a flight school may look like this:

A: 40 Hours Aircraft Rental $3,840.00 B: 20 Hours Certified Flight Instructor. $1,000.00 Total $4,840.00

Another Flight School May have a cost estimate that looks like this:

20 Hours Dual Flight Instruction $2,920.00 20 Hours of Solo Flight $1,920.00 Total $4,840.00

In a lot of cases this will be it. Some schools do try and make this a little more realistic. But in general they all will stay very competitive. Since flying is very expensive they like to keep their cost estimates as low as possible to get the students.

You have to remember this is just pure business. So you may want to call it a scam or you may not want to call it that. I call it just telling the customer what they want to hear. Now the FAA only requires 20 hours of dual instruction and 10 hours of solo for the private pilot license but there is still a minimum of 40 so you have to get them somewhere. I just put them under the solo hours.

Most of the schools will be honest about it if you start asking the right questions. You have to remember that there is a lot of competition in this industry and there aren’t enough students to keep every flight schools planes flying 100 hours per month. Bottom line is they need to keep the planes flying or they go out of business.

You will want to remember that the national average for private pilots is 65 hours. Most private pilot syllabuses are between 45 and 55 hours. There are to many things that need to get covered. If you want to be a safe pilot you should plan on over 30 hours of dual instruction.

With that said, you have just added another $2000 on to the above cost estimate. Remember this will also depend on the aircraft rental rates and the flight instructor rates. So you are already somewhere around $6,800 and you haven’t included any books, materials, medical expenses, flight test fees and any other costs you may have.

One of the major challenges for airline captains is learning to delegate responsibility to fellow staff members. First officers, trainee pilots, and flight attendants alike need to help ease the pressure off of captains in terms of pre-flight checks and customer service. However, airline captains have risen through the ranks and are used to doing these things as part of a team. A good airline captain learns quickly that their role is to be a leader and to be decisive in case of emergencies. Younger professionals in need of seasoning can do a lot of the administrative tasks required before, during, and after flights.

Another challenge for airline captains comes in building a strong flight team. Many captains have young co-pilots and other flight crew members, which mean that there may be a generational gap between the veteran captain and his youthful professionals. Airline captains will usually find that time is best solution to this challenge, as airline crews get comfortable with each other after a few weeks of repeated flight. However, a captain should also feel free to be outgoing with his staff and look for ways to relate to younger professionals.

A third pitfall of the airline captain position in the United Kingdom is the increasing amounts of regulatory and administrative tasks that they have to take on. As pilots age, the government’s regulatory body requires increased scrutiny on physical and mental condition. Airline captains often have to perform physical tests every six months to maintain their position and their certification. As well, airline captains are ultimately responsible for all of the administrative tasks that they perform. Many airline captains delegate this to junior pilots, which mean that a captain needs to look over the materials and affix their name. Captains need to take this challenge in stride, as it is meant for the safety and security of everyone in the airplane.