Departure Procedures (DP) and Obstacle Departure Procedures (ODP's)

DP's (Departure Procedures) - Are preplanned instrument Flight rule departure procedures. There are two types of departure procedures

ODP (Obstacle Departure Procedures)

• will be noted on an approach chart by (obstacle) in the title.
• An ODP designed specifically for obstacle avoidance will be indicated by a "T" on the chart.
• Must be complied with if accepted in a clearance.
• ATC is to be notified if you do not have DP available by noting it in flight plan "no DP" or by advising ATC.
• The pilot must have at least a text description or of DP.

Standard Instrument Departures (SID) - Are designed for system enhancement (traffic flow) and to reduce pilot and controller work loads.

• Must be complied with if accepted in a clearance.
• ATC is to be notified if you do not have DP available by noting it in flight plan "no DP" or by advising ATC.
• The pilot must have at least a text description or of DP.
  

Note: Instrument Flying Handbook states: ODP’s are recommended for obstruction clearance and may be flown without ATC clearance unless an alternated departure procedure (SID or radar vectors) has been specifically assigned by ATC. Under FAR 91 the pilot accepts Obstacle clearance responsibility when the pilot chooses to climb in visual conditions in lieu of flying a DP and/or depart under higher takeoff minimums rather than fly the climb gradient. Under FAR 91.175 those operating under FAR 121,125, 129, 135 it is mandatory that the pilot fly the ODP in actual instrument conditions or meet the visual requirements fot the ODP.

ATC accepts responsibility for obstacle avoidance if you recieve radar vectors on departure. It would be very wise to always fly the ODP procedure when operating under FAR 91 or you basically have no protection unless assigned an alternate departure clearance or radar vectors. Remember if you are cleared from a navigation aid that may be on the airport direct to another navigation aid and a ODP exist on the airport you should fly the ODP. Many accidents have occured in navigating in such a manner where terrain is present.

Robbie Johnson
Chief Pilot
Aviation Training Us LLC

IFR Safety Pilot - Can I be the safety pilot and log PIC or SIC?

IFR Safety Pilot - Can I be the safety pilot and log PIC or SIC?

This is a simple yet very complex Question. First lets cover some definitions:

Pilot in Command FAR 1.1

• Has final authority and responsibility for the operation and safety of the flight.
• Has been designated as pilot in command before or during the flight
• Holds the appropriate category, class, and type rating, to conduct the flight

Pilot Logbooks FAR 61.51

Logging PIC Flight Time - A Private or Commercial pilot may log pilot in command time only for that flight time during which that person

• Is sole manipulator of the controls for which pilot is rated or has privileges.
• Is the sole occupant of the aircraft.
• Is acting as pilot in command on which more than one pilot is required under type certification or the aircraft or the regulations under which the flight is conducted.

Note: An ATP may log as pilot in command time all of the flight time while acting as pilot in command of an operation requiring an ATP certificate. An authorized instructor may log as pilot in command time all flight time while acting as an authorized instructor.

Logging SIC Flight Time - A person may log second in command time only for that flight time during which that person:

• Is qualified in accordance with the SIC requirements of FAR 61.55 and occupies a crew member station in an aircraft that requires more than one pilot by the aircraft's type certificate.
• Holds an appropriate category, class, and instrument rating (if an instrument rating is required for the flight) for an aircraft being flown, and more than one pilot is required under the type certification of the aircraft or the regulations under which the flight is being conducted.

Logging of Instrument Flight Time -

• A person may log instrument time only for that time when the person operates the aircraft solely by reference to instruments under actual or simulated instrument flight conditions.
• An authorized instructor may log instrument time when conducting instrument flight instruction in actual instrument flight conditions.
• For the purpose of logging instrument time to meet the recent instrument experience requirements of FAR 61.57c of this part, the following information must be recorded in the person's logbook- location and type of each instrument approach and the name of the safety pilot if required.
• A flight simulator or approved flight training device may be used by a person to log instrument flight time, provided an authorized instructor is present during the simulated flight.

FAR 61.55 Second In Command Qualifications:

• Except as provided in paragraph (d) of this section, no person may serve as a second in command of an aircraft type certificated for more than one required pilot flight crew member or in command of an aircraft type certificated for more than one required pilot flight crew member or in operations requiring a second in command unless that person holds:

1. At least a current private pilot certificate with the appropriate category and class rating; and
2. An instrument rating that applies to the aircraft being flown if the flight is under IFR.

Note: Okay lets stop their and note the except for paragraph 61.55 (d) and specifically section (4). It states that this section does not apply to a person who is: Designated as a safety pilot for the purposes required by 91.109 (b) of this chapter.

FAR 91.109 (b) Flight Instruction: Simulated Instrument Flight and Certain Flight Test

(b) No person may operate a civil aircraft in simulated instrument flight unless -

1. The other control seat is occupied by a safety pilot who possesses at least a private pilot certificate with category and class ratings appropriate to the aircraft being flown.
2. The safety pilot has adequate vision forward and to each side of the aircraft, or a competent observer in the aircraft adequately supplements the vision of the safety pilot.
3. Except for lighter than air aircraft, that aircraft is equipped with fully functioning dual controls. However, simulated instrument flight may be conducted in a single engine airplane, equipped with a single, functioning, throw over control wheel, in place of fixed, dual controls of the elevator and ailerons, when-

• The safety pilot has determined that the flight can be conducted safely; and
• The person manipulating the controls has at least a private pilot certificate with appropriate category and class rating.

Note: This section sets up some of the qualifications for the safety pilot. The Safety pilot if required is a required crew member. The safety pilot must have appropriate category (Airplane, Helicopter etc..) and class (single-engine or multi-engine either land or sea). The safety pilot must conclude the flight can be performed safely. No where in this section does it state the safety pilot must have endorsements to qualify as the safety pilot like (tail wheel, high performance or complex endorsements). Note also it does not state that the person manipulating the controls is required to have any such endorsements it simply states the same as the safety pilot category, class and type rating if required.

FAR 61.23 (a) 3 Operations requiring a medical certificate a person - must hold at least a third class medical certificate.

FAR 61.23 (b) 5 exceptions to FAR 61.23 (a) A person is not required to hold a valid medical certificate - When exercising the privileges of a flight instructor certificate if the person is not acting as pilot in command or serving as a required pilot flight crew member.

Example of what FAR 61.23 means: I am a flight instructor who does not have a current medical certificate and have a student who wants to do a flight review. The instructor may fly with the student provided the student is still current for his review, takeoff and landing current, etc.. the flight instructor will not have to act as PIC. If the student is not within currency of his flight review than the flight instructor would have to hold at least a third class medical to act as Pilot In Command of the flight.

Okay we have pretty much covered the maze of regulations to consider for this question with a few exceptions that we will cover at the end.

Scenario 1 - Private Pilot Jim & Safety Pilot Tom

• Private Pilot Jim is a Private Pilot single engine land and has a Cessna 182 RG (Complex and High Performance aircraft)
• Holds a current third class medical and flight review current.
• Has an endorsement for high performance and complex aircraft.
• Takeoff and Landing current night and day and is working on instrument rating.

• Safety Pilot Tom is a private pilot Airplane single engine land, flight review current, third class medical and 75 hours in a cessna 172 and holds no other flight instructor endorsements.

Question can Tom act as my safety pilot on a VFR flight flying practice approaches?

1. FAR 61.23 medical certificate compliant for both pilots.
2. FAR 109 (b) Tom holds a private pilot rating in category and class, has adequate vision and believes the flight can be conducted safely. The person manipulating the controls Jim holds a Private pilot certificate in category and class.

So far we are okay for this flight.

Now the big question is who the acting as PIC? So we go to FAR 61.51, FAR 1.1 and some FAA written opinions to get the answer to this question. Can two pilots act as the PIC? The FAA's opinion is no two pilots may act as PIC at the same time. only one pilot can act as the pilot in command of a flight. The important comment here is the word act. Two pilots may log PIC time but only one of the pilot may act as PIC. There is a difference in serving as a PIC and logging PIC. Refer to FAR 1.1 notes above in the article. The pilot serving as PIC is responsible for the flight in general. FAR 61.51 only deals with the logging of flight time and notes that a Private or Commercial pilot may only log that flight time that the pilot is the sole manipulator of the controls, sole occupant of aircraft rated, or (the important statement) acts as PIC of an aircraft that more than one pilot is required under the type certificate of the aircraft or the regulations under which the flight is conducted.

If Jim acts as the Pilot in command he must be fully rated in the aircraft category, class and type if required and qualified with currency ( flight review, takeoff and landings) and endorsements required to fly the aircraft (high performance and Complex). Tom the safety pilot would be able to log PIC time and SIC time since under the regulations more than one pilot is required only while Jim is under the hood.

If Tom the safety pilot acts as the Pilot in command he must be fully rated in the aircraft category, class and type if required and qualified with currency ( flight review, takeoff and landings) and endorsements required to fly the aircraft ( high performance and complex). In the senerio given Tom is not qualified to do this. If Tom was qualified then Jim could fly the aircraft as sole manipulator of the controls log PIC and SIC flight time but only while under the hood and can not log any of the other flight time visually. Jim would not be required to have a high performance and complex endorsement.

One further comment that once a pilot has been designated as the acting PIC and say he could get up and go to the bathroom the pilot still remains the acting PIC and the SIC does not become the acting PIC but the SIC can log PIC flight time while manipulating the controls.

Question can Tom act as my safety pilot on a IFR flight plan flying practice approaches in actual and VFR conditions?

If Tom is designated as the acting PIC the answer is no. Tom must have an instrument rating in order to file and act as PIC.

If Jim is designated as the acting PIC and is instrument rated and current. Then Tom would only be a required crew member when the aircraft is not in actual IFR conditions. So Tom the safety pilot could log PIC and SIC flight time when Jim is using a hood or Tom manipulates the controls.

Now some extra points:

1. Insurance: Don't expect just because I or someone else has concluded that you can fly with a safety pilot just because it appears to be legal. Insurance policies need to be read and you should get a written confirmation that it is okay with the insurance company to fly under these conditions.
2. Special airworthiness regulation like the Robinson 22 Helicopter. Some of the newer aircraft are going to have special type rating requirements coming in the future do to the advanced technology. For example the Robinson 22 helicopter states to act as PIC of the aircraft you must meet the requirements of the SFAR regulation. Again note if it states act as PIC the other pilot can log PIC and not be acting as the PIC.
3. Requesting verbal answers from FAA inspectors is not the best way to answer questions like this. The information is good but if you want to find out if the FAA inspector is willing to put his job on the line ask for a written signed response to your question or better yet a written ruling.
4. The FAA is currently considering reviewing the subject of a safety pilot, so maybe we will finally get a clear cut ruling to use.
5. A second in command logging PIC as the sole manipulator of the controls may lot that time as PIC under FAR 91.51 and use that flight time as experience to meet the requirements for a certificate or rating or even recency of experience. For those of you who fly FAR 135 this time is not allowed for the 100 hours PIC experience for lower landing minimums. You must be the designated acting PIC of the flight to build the 100 hours of flight time.
6. A non instrument rated student while receiving flight instruction in actual conditions may log PIC flight time while manipulating the controls but may not act as the PIC (CFII would act as PIC) since the student is not qualified for flight in IFR conditions .

My personal opinion is that the safety pilot should be as qualified as the pilot acting as a PIC (category, class, and type rating if required along with any necessary endorsements) with the exception of an instrument rating. This is my personal opinion and by following this advise it would be very difficult to have any kind of problem.

None of the information given should be considered a legal opinion but my person opinion based on all the facts available.

Robbie Johnson

Chief Pilot

Aviation Training Us LLC

Hold the Humor just plane stupid!

A student pilot once told me some things that went on in a flight school. You will be amazed how stupid some pilots can be. A small group of flight instructors while teaching pilots would take Cessna 152's up and do loops in the aircraft. They would climb up and then dive the aircraft to pick up speed and then doing a loop.

Here is the story of one of those loops as told by a student. During the loop as the aircraft was reaching the top of the loop the aircraft went into a flat spin upside down! The instructor tried repeatedly to apply rudder and yoke correction with nothing happening. Note: The problem here was they had an aft center of gravity and lost airspeed and stalled at the top of the loop. The amazing thing was the aircraft spun about eight thousand feet and slowly the nose started to recover downward. The student claims the aircraft recovered only hundreds of feet above the tree tops. They were very lucky!

I once watched an FAA demonstration video of a test pilot in a Cessna 172 do repeated stalls with the aircraft weighted so that it had a center of gravity 1/2 inch aft of the allowable limits. On the pilots first three stalls he made a recovery with very little difficulty. On the fourth stall the aircraft went into a flat spin. The aircraft was set up with a video camera in the aircraft which taped the whole event. After repeated tries to recover the test pilot left the aircraft and parachuted to safety. The video camera continued to tape the aircraft spinning until it crashed in the desert.

So a lesson to learn is if you are going to do acrobatics, do it in an aircraft designed for acrobatics wear a parachute and make sure the weight and center of gravity are within limits.

Robbie Johnson
Aviation Training Us LLC

Humor Time - Crazy things from the past.

Story One:

Working for a commuter airline in Texas during the 1980's. An old Braniff Airlines Captain for those of you who remember Braniff was employed as a commuter captain of a 19 seat aircraft. He was know for being kind of out their, if you know what I mean. During one fateful trip to an airport in Texas, he was making a VFR approach into the airport and about to configure to land and several miles out from the runway. The Tower comes on and tells the comuter pilot flight ABC to go around!

The X Braniff Captain gets on the radio not wanting to go around and proceeds to tell the tower the following. " I am going to fast to go around" and proceeds to land anyway! After landing you can imagine the tower was a little upset with his actions. His next radio call from the tower was you are cleared to parking and the captain is cleared to visit the tower immediately!

The Side-Step Manuever

When would a Side Step Maneuver be used?

This is not one of the more commonly used procedures. This maneuver is used at airports with parallel runways seperated by 1,200 feet or less. (example DFW airport in Dallas Texas) The reason for use could be a variety of reasons. The runway you will side step to has no approach, inoperative approach components, runway work going on, an aircraft needs to use the runway you are approaching for departure due to length.

So how does this procedure work?

• ATC must assign a Side-Step Maneuver or the pilot could make a request.

• The approach minimums will be higher than the straight in minimums.

• The approach plate will note side step minimums that are slightly lower than a circling approach.

• The pilot must begin to Side-Step as soon as possible after the runway environment is in site.

What does a Side-Step clearance sound like?

• "Cleared ILS Runway 18 Right approach, Side-Step runway 18 left".

At the top of the page is an example of an approach with a Side-Step Maneuver circled in red and noted in the minimums section of the NOS Chart.


Robbie Johnson
Chief Pilot
Aviation Training Us LLC

Air France Crash June 2009

Yesterday an Air France Airbus A330 crashed on a flight from Rio de Janeiro to Paris France. Basic details of the accident can be heard on the news cast on the following site and the following article

The Airbus is manufactured in France and has been in operation for over 15 years. Something unique about the Airbus A330 is that the pilot controls inputs to the control surfaces by wire. Each pilot has a control stick that is moved to put electrical inputs into the computers which in turn make the input changes in the aircraft control surfaces. The writer of this article is familiar with some of the basics of an Airbus but not the actual systems. From what the writer knows the Airbus A330 is controlled by either 5 or 7 computers. Obviously the computers are very important and they would have backup electrical power systems. However Airbus has had some issues with computers in past models with several computers failing at one time.

Assumptions by the writer:

Turbulence: This could be a factor causing possibly a computer failure from severe turbulence or engine failure. Some aircraft have had compressor stalls in the engine with severe sudden turbulence. This area of the world is known for very large storms that can have tops in excess of 60,000 feet. It is also possible that the aircraft may have had structural damage from severe turbulence that could lead to the breakup of the aircraft in flight.

Lightning Strike: Aircraft are designed to handle this kind of occurrence and many times an aircraft may be struck by lighting and the flight crew will not even know it. Discovery would likely be a small chard area on the fuselage of the aircraft. It is remotely possible that a lighting strike or multiple lightning strikes may have caused a computer failure or some other structural problems. Want to see some lightning images click here.

Mechanical Failure: It is also possible that the aircraft had a mechanical problem. Mechanical causes of aircraft accidents are rather rare and account for less than 10 % of all aircraft accidents.

An investigator would also not want to rule out terrorist activity, bombings and other external factor that could also be a factor in any airliner crash. What will make this crash difficult to discover the cause is the depth of water the crash occurred, the large area to search for the crash and the black box will only ping so long after the crash until the battery goes dead. The fact the aircraft was flying in the oceanic system without radar tracking and making position reports at least every 60 minutes will also leave a large search area.

Aircraft Statistics can be found at the National Transportation Safety Board web site.

Manufacturer information about the aircraft can be found at Airbus web site.

What can an instrument rated pilot in general learn from this crash. Flight into an area of weather should be performed with great caution. We as pilot become complacent in the fact that many times over a career of flying we may have flown into areas of weather and have used radar to fly around or even threw cells within a thunderstorms. What we cannot predict is what the weather is really like in a storm until we are in the weather. Let me point out in my career of over 25 years of flying I have only once flown into an area of unknown severe turbulence that lasted for approximately 15 seconds. It seemed like a several minutes and when you put an input to turn left and the aircraft goes right this is not a good thing! I would describe the turbulence event as Severe to Extreme Turbulence. Lets review the Airman Information Manual definition of Turbulence:

Light Turbulence: Turbulence that momentarily causes slight, erratic changes in altitude and / or attitude

Moderate Turbulence: Turbulence that is similar to light turbulence but greater intensity. Changes in altitude and / or attitude occur but the aircraft remain in the positive control at all times. It usually causes variations in indicated airspeed.

Moderate Chop: Turbulence that is similar to Light Chop but greater intensity. It causes rapid bumps or jolts without appreciable changes in aircraft altitude or attitude.

Severe Turbulence: Turbulence that causes large, abrupt changes in altitude and / or altitude. It usually causes large variations in indicated airspeed. Aircraft may momentarily be out of control.

Extreme Turbulence: Turbulence in which the aircraft is violently tossed about and is practically impossible to control. It may cause structural damage.

Here is a video described as Severe Turbulence which by definition should only be Moderate Chop Turbulence.

In this video the runway stay relatively in the same position with small corrections to the aircraft going on during the approach. Not to down play that the flying conditions are not the best in this video but the fact someone could even video tape the event would make it moderate turbulence. Now imagine momentarily loosing control of the aircraft this close to the ground with abrupt changes in the altitude and the attitude! A pilot would not be able to fly and land an aircraft in sever turbulence without significant risk of severe damage to an aircraft on landing. I have flown approaches in turbulent weather with up to + 30 knot wind shifts in remote areas of the world and bank rolling up to 15 degrees. I would not recommend it, it takes skill, above all staying well ahead of the aircraft, a two man crew with one calling airspeed while the other concentrates on flying the aircraft on the approach and above all maintain power spooled up ready to go around. I personally would not even consider taking the chance of flying a visual approach to landing in severe turbulence.

Robbie Johnson

Chief Pilot

Aviation Training Us LLC

Circling Approach - How should a missed approach be flown?

So you have been cleard for an approach from the final approach fix. Lets say it is a VOR/DME 18 approach and in your clearance you have been told to circle to runway 36. Lets also say the Missed Approach Point is the end of runway 18 and is determined by a DME distance. It could also be determined by time if this were a VOR 18 approach.

You fly the VOR/DME approach to the minimum descent altitude and break out into the clear and begin your circling approach for a left downwind for runway 36. Just prior to the aircraft reaching the abeam point of runway 36 you enter the clouds and loose site of the runway enviroment. Now what should you do? Your missed approach clearance is to perform a climbing right turn to 220 degree and 4,000" MSL.

Slide A - Follows the missed approach clearance exactly as stated

Slide B - The pilot elects to turn left towards to airport and make a 320 degree left turn to a heading of 220 degrees.

Which is correct: Slide "B" is correct.

You are likely saying why. The reason is that the missed approach point (the begining of runway 18) is the point that obstacle clearance is determined from and the point the aircraft starts the missed approach. In this case you have circled and are likely 2 to 2 1/2 miles south of the missed approach point. In order to stay in the protected airspace you are to turn towards the airport runway and begin a climbing left turn until reaching a heading of 220 degrees and then continue with the clearance.

Slide "A" is incorrect because you will begin your missed approach, climbing turn into unprotected airspace initially. This would be a big mistake in areas of moutainous terrain or even higher close in obstacles.

Robbie Johnson

Chief Pilot

http://www.aviationtraining.us/

Do I have to fly an Instrument Procedure Turn as Published?

The answer to the question is: No & Yes.

In the United States the answer to the question is no. On an IFR flight plan the pilot will determine the point at which the turn will be made, type and rate of the turn. One option would be to fly the procedure turn as published, in this case the pilot would fly outbound from initial approach fix for a determined amount of time and make a left turn to 254 degrees for a determined amount of time followed by a turn to 074 degrees followed by a turn to intercept the inbound course of 119 degrees. The second option could be fly a teardrop procedure from the initial approach fix in this case would be 269 degree heading for a determined time followed by a 210 degree right turn to the inbound course of 119 degrees. Another option would be to fly a 80 degree/260 degree course reversal. So basically as long as the pilot stays on the side of the procedure turn barb, inside the protected airspace determined by distance or time and does not exceed the maximum holding airspeed you may fly the course reversal as desired.

Yes, you have to fly the procedure turn as published in international airspace. ICAO standards do not allow the pilot the option to choose how they wish to fly the procedure turn.

Robbie Johnson
Chief Pilot
http://www.aviationtraining.us

What is A Cruise Clearance?

Cruise Clearance:

• Authorizes the pilot to conduct flight at any altitude from the minimum IFR altitude up to and including the altitude specified in the clearance.

• You can level off or climb or descend in this block of airspace. However, once the pilot reports descending from an altitude in the block of airspace he may not return without additional ATC clearance.

• Approval for the pilot to proceed to and make an approach at the destination airport.

A Cruise clearance would sound something like this "Skymaster 123 cleared to the Natchitoches Airport cruise three thousand".

Robbie Johnson
Chief Pilot
http://www.aviationtraining.us

How to become the Ultimat Flight Department Manager?

Let’s break it down into five easy basic steps:

1. College Education
2. Aviation Education
3. Aviation Experience
4. Management Experience
5. Professional Image



College Education:

· Graduate from a college ranked in the top 1/3 of all colleges. If you want to be the best, you will have to pay for a top ranked college.

· Speech classes – Presentation in front of groups.

· Writing Skills - Very important skill for the department manager.

· Graduate with a major in business and at least a minor in accounting.

· Master’s Degree in business or finance.



Aviation Education:

· Completed the following airplane ratings:

1. Private Pilot – Airplane Single Engine Land

2. Instrument – Airplane

3. Commercial – Single & Multi Engine Land

4. Airline Transport Pilot – Multi Engine Land

· Completed the following Helicopter ratings:

1. Commercial Helicopter

2. Instrument Helicopter

3. Turbine Helicopter checkout

· Mechanic Training:

1. Airframe and Powerplant License

2. Inspector Authorization would also be recommended.



Aviation Experience:

* Multi Engine Airplane:

1. Domestic and International FAR 135 Charter Company - Company has various jet aircraft and each pilot in the company flies 500 hours annually. You will also quickly receive international flight experience in the aircraft you fly or multiple aircraft that you fly for the company.
2. Consider sitting in a right seat program at a simulator training facility while working another job.
3. Some commuter FAR 135 and FAR 121 experience would be okay.

* Helicopter

1. Flight Instruct in a Helicopter – 750 hours would be good
2. Helicopter Turbine – 300 hours would be good.



Management Experience:

· Once you have achieved 3,000 to 5,000 total flight hours you should be concentrating on your management experience.

· A Chief Pilot position within a company with multiple aircraft.

· Attend aviation related management programs.

· Attend the NBAA national convention held each year



Professional Image:

* Always present a professional image in the way you dress and talk to people
* Do your job effectively.
* Stay away from company politics.
* Avoid the employees that have nothing better to do than gossip.
* Beware of your enemies within a company.



This is the basics of what a good Aviation Flight Department Manager requires. The helicopter experience and the maintenance experience will give you a competitive advantage over other candidates for a job. Start young and get as much experience before you attend college as you can. Do not be afraid to spend some money earlier in your career on type ratings to accelerate advancement in aircraft and even income. Also remember with any management position comes the political aspects of the job. Being the best does not necessarily mean you will be hired as a Flight Department Manager.

Robbie Johnson
Chief Pilot
www.AviationTraining.US

CFIIME (Gold Seal) G-IV, G-1159, G-159, SD-3, BA-3100

How To Get a Airplane Type Rating for FREE!!!

Yes, sometimes you can build experience for nothing more than volunteering your time. CAE SimuFlite in Dallas Texas offers what they call the "Right Seat Program". The program is for pilots that can come and sit in the right seat of corporate jet aircraft, act as a copilot and run the checklists for the Captains. If you don't know already CAE SimuFlite is a simulator based company providing simulator training for pilots in multi engine turbine and jet aircraft.

You may ask why does CAE SimuFlite have a "Right Seat Program"? When a flight department sends a pilot to train with CAE SimuFlite, the flight department may not always send a flight crew of two pilots to train together. Many times a flight department can only send one pilot at a time in order to have enough pilots available to fly the company schedule What CAE SimuFlite does is pair up all the single pilots that come to train first. This means that every class could have a single pilot without a training partner. In this case CAE SimuFlite will use a right seat program pilot to fill the copilot position. Also when two paired up pilots have different required training programs a Right Seat Program pilot will be used. One pilot may be required to complete a FAR 135 check ride after completion of the entire training program, while the other pilot training under FAR 91 is allowed to do a progressive check. A progressive check means that once a maneuver or system failure is completed satisfactorily the task is check completed and the pilot does not need to perform this task again. In this case the pilot will complete the FAR 91 evaluation during the normal training sessions. In this case one pilot may leave to return home while the other pilot needs a copilot to complete the FAR 135 checkride.

SimuFlite "Right Seat Program" minimum requirements:

1. 300 Total Flight Time
2. Hold a Commercial Multi Engine Airplane Land rating and an Instrument Airplane Rating.
3. Live within 2 hours of either DFW Airport in Dallas Texas or live within 2 hours of Morris Town New Jersey.

Three Day Right Seat Orientation Program:

Day One – Flight Director, Standard Operations, Jeppesen Chart Review
Day two – Miscellaneous procedures
Day Three – Crew Resource Management

Right Seat Program pilot will sit threw an initial ground school and flight training on the aircraft chosen. The ground school and simulator training will take from between 14 and 21 days to complete.

After completion of the initial ground school and flight training course the pilot will be ready to start the “Right Seat Program”. If the Right Seat Pilot completes within a 24 month period 80 events of acting as a copilot, SimuFlite will complete your services with a type rating in the simulator for free! Some pilots complete this requirement in as little as four months.

How to sign up for the program:
Email a resume meeting the requirements to: scmsimuflite@cae.com

A couple of bad thing about the program is at the time of writing this article SimuFlite had a 120 pilot waiting list in the program. Pilots are selected in the order resumes are received in most cases. The other bad thing is training is conducted 24 hours a day. So you may spend some late night in the simulator.

Robbie Johnson
Chief Pilot

http://www.aviationtraining.us

Should I train in an airplane if I want to be a helicopter pilot?

Should I train in an Airplane if I want to be a helicopter pilot first?

If you wish to be a Helicopter pilot I would recommend the following. Do your training in both fixed wing aircraft and helicopter.

Advantages

1. Cost
• Helicopter only Training: A helicopter pilot will spend for 250 total hours approximately $65,000 for private, commercial, instrument, CFI and CFII ratings.
• Fixed Wing and Helicopter Training: A fixed wing pilot will spend for 250 hours approximately $40,000 to do a Single Engine (private, commercial, instrument, CFI and CFII) and an Airplane multi engine rating. That leaves you $25,000 extra cash to do you helicopter ratings. You will need at least 50 flight hours in a helicopter to do a commercial rating that will cost about $18,000 to complete. The remaining $7,000 can be used to get an instrument rating in a helicopter.

Commercial Airplane rating requires:
1. 250 total hours unless you are in a 141 school in which case it will be around 205 total hours flown.

Commercial Helicopter rating requires:

1. Requires a total of 150 hours flown in airplanes and helicopters
2. 50 Hours in a helicopter of which 35 hours must be solo or PIC.

Instrument Helicopter ad on rating:
1. Will require a minimum of 15 hours dual.

So ideally you would do your training in this order with approximately this much total flight time under FAR 61:
1. Private pilot Single Engine Airplane - 57 hrs
2. Instrument Pilot Single Engine Airplane - 110 hrs.
3. Commercial Pilot Helicopter 160 hrs.
4. Instrument Helicopter – 175 hrs.
5. Commercial Single Engine Airplane – 250 hrs.
6. (CFI) Certified Flight Instructor Single Engine Airplane – 253 hrs.
7. (CFII) Certified Flight Instructor Instrument Single Engine Airplane – 255 hrs.

2. Marketability of the Pilot

• The Helicopter only pilot will finish training with:
o Commercial Helicopter rating
o Instrument Helicopter rating
o CFI Helicopter
o CFII Helicopter ratings
o 250 Total flight Time



• The Fixed Wing and Helicopter Pilot will finish training with:
o Commercial Helicopter rating
o Instrument Helicopter rating
o Commercial Airplane Single Engine rating
o Instrument Airplane Single Engine rating
o Certified Flight Instructor Single Engine Airplane
o Certified Flight Instructor Instrument Airplane
o 65 hours helicopter
o 190 hours in an airplane
o 255 Total Flight Time.
o You could also be ready to take the Airplane Multi Engine rating if planned into flying schedule up to 250 total hours.

Note: For an additional 10 to 15 hours in a helicopter you should be able obtain a helicopter flight instructor rating for an additional $5,500


3. Corporate Advantage:

• The fact that you are qualified in both aircraft and Helicopter will open more doors sooner in the corporate would because you are dual qualified. In my best estimation about 10 % or less of the population of commercial rated pilots are commercially rated in a helicopter.

4. Economy:
• In bad economic times the pilot with the most in demand skills will stay employed. Over the last 10 years or so helicopters pilots have been in bigger demand. This will likely change with the economic times and you should try to stay as marketable as possible during your career.

Disadvantages:

1. Insurance: You will not have a lot of helicopter time to start out with and will need a good helicopter instruction job to build your time. Insurance will be an issue no matter what you do in aviation for many years after you start working. It seem what you have is never good enough. Even when you fly larger jets and have thousands of hours the insurance will want even more or specifically time in type of aircraft. So try to get in as many types of aircraft as you can. Turbine time for helicopters and aircraft will be hard to get. Pay for some training if it will get you into a turbine aircraft.

2. You will need to spend another $5,500 to get your helicopter CFI.


Final point

Plan ahead how you are going to do your training. In some cases a 141 flight school will make sense to do your training. However, you can partner up with someone and achieve a lot more experience, save money and achieve many of the ratings I have talked about here for even less. That of course will be another log so stay tuned for the next posting.

Robbie Johnson
Chief Pilot

http://www.aviationtraining.us

What are my career choices in aviation as a pilot?

What are my career choices in aviation as a pilot?


Aviation has changed a great deal over the last 20 years along with the scales of pay. So let’s start with the various directions a pilot can take as to a career in aviation. The following is a list a civilian pilot career choices

1. Flight Instructor
2. Corporate Pilot
3. Charter Pilot
4. Contract Pilot
5. Commuter Pilot
6. Airline Pilot
7. Helicopter Pilot




Flight Instructor

The flight instructor depending on the locations in the United States is paid from $15.00 to $45.00 per hour. The areas with the high cost of living like California would pay better. Annual Salary will be approximately $ 15,000 to $45,000 for someone flying nearly 1,000 hours a year which is a very heavy schedule. Most Flight Instructor will fly from 450 to 800 hours annually. Hourly pay will also be based on the rating the instructor may hold. A person can obtain all the required rating for a single engine airplane to be a CFI and CFII with approximately 250 total flying hours. In an accelerated program this can be done in six to eight months.

Flight Instructor:
Certified Flight Instructor (CFI)
Certified Flight Instructor Instrument (CFII)
Certified Flight Instructor Multi-Engine (CFIIME)

Ground Instructor Only
Ground Instructor (GI)
Advanced Ground Instructor (AGI
Instrument Ground Instructor (IGI)


FAA - Gold Seal See FAA order 8710.3C or Advisory Circular AC61-65D.

NAFI – National Association of Flight Instructors - Master Instructor

For more information on the various pilot rating go to or do a search for AC61-65D:
http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/01BD2AD02302CA9F862569B90070939B?OpenDocument (Click on AC61-65D)

Flight instruction is normally very busy on the weekends and either early in the morning or late afternoon during week days. If you work for a college program you can expect to work most of the week days and also on the weekend. Limited benefits can be expected if any at all in most instructional jobs.


Crop Sprayer

This is a seasonal job in most cases unless you move with the seasonal spraying from the north to south of our borders. The days can be very long when the weather is right for spraying you fly dusk to dawn. Starting out as an Ag pilot can be difficult do to the experience you have and insurance requirements. Until you have 500 hours of crop spraying time insurance and jobs are difficult to get. The same can be said for all the aviation fields, as you get more experience you become more desirable do to the costs to employ the pilot become less. Income can range from $40,000 to over $100,000 during a year from just the seasonal spraying to the pilot that can follow the spaying season further south. Spraying, dusting and fertilizing will include forest land, crop land and other possible miscellaneous jobs. Some of the chemicals can be quite toxic to work around and spray. Low level operations over trees and land require some skills. The job will require GPS navigation, evaluation of the area to be spayed, flying under power lines in some cases, and turns at very slow airspeeds and heavy weights. Most Ag pilots spend some time working in the ground crews to learn how to handle chemicals and work in the field evaluating the sprayer and guiding pilots in some cases. Many Ag Pilots will hold another job during the winter months or the off season.


Corporate Pilots

Corporate pilots can be ranked in three categories.
1. Those pilots flying aircraft with gross takeoff weight of 12,500 pounds or less. The corporate pilot transports company executives on from one to three hour flight normally within a region of maybe four or five states. An average corporate pilot will fly around 250 to 500 hours annually and can earn from $25,000 to $90,000. Again pay fluctuates with the size of aircraft, size of company, and the cost of living in the region flown. The flight operation may have from one pilot to several pilots and the pilot that manages the flight department can expect the higher end of the pay scale in the larger multi engine turbo props. The experience level ranges from pilots with 500 total flight hours to pilots with many thousands of hours of experience.
2. In the second category the pilot is flying aircraft with takeoff weights in excess of 12,500 lbs. The aircraft in this category require the pilot to have a type rating in each aircraft flown. The annual pay scale depends again on size of the aircraft, size of the company and the pilots position whether a copilot, captain or chief pilot. They range from light jets and turbo propeller aircraft.
3. Heavy Jet and International operations: This category may require operation or aircraft that require a Captain, Copilot, Engineer and flight attendants. Crews may fly long range trips to various places in the world and due to the distances flown may require the positioning of flight crews to relieve a tired crew in order to continue a flight to its final destination. Co-pilot pay can be expected to start around $45,000 up to around $80,000 and Captain Pay will start around $55,000 up to over $130,000 annually. The Chief pilot can expect depending on the size of the flight operation a salary from $80,000 to over $200,000.

Expect to work on holidays and weekends during period when people would travel on vacations. Some flight department will fly with almost exclusive business usage and will fly most of the time on week days, gone from 8:00 am to 5:00pm for three to five days a week. Other flight department will have a great deal of overnight travel and can range from 5 to 17 days a month. Flight departments with low business usage will fly mostly on weekends and during the holidays. Perks of the jobs can range from the owner allowing a pilot spouse to join on a trip and staying in very nice hotels around the country or world. Disadvantages are long days, international trips are normally flown during the night and being gone from home for long periods. Benefits vary quite greatly from company to company. You can expect some basic health care and some vacation pay. In some cases benefits may include health, dental, vacation, disability and a retirement plan.



Charter Pilot

The charter pilot would also follow the three categories used for Corporate Pilot. Charter Pilots are more regulated and required to train more often. They also tend to be paid a little less than an equal position in the corporate world. Many charter pilots are half corporate pilot and half charter pilot. The pilot works for a specific airplane and owner but the airplane is managed by a charter company and the pilot is paid by the management company. Expect a lot of overnights, and being on call most of the week.


Contract Pilot

The contract pilot is a self employed pilot that may fly in many positions. They could be trained to fly charter and also fly for a corporation. In some cases the pilot may fly as many as four different aircraft. Income and benefits rely on the pilot’s ability to get along and work with various flight departments. It will also depend on the state of the economy. When times are tough contract work is very scarce and in times of economic expansion a contract pilot can make exceptional money. Pay for a contract pilot will vary from $250/ day to $1,500 / day for most aircraft. Income will depend on how hard you would like to work. Contract pilots will typically pay for their own recurrent training and training costs can range from a few thousand to $30,000 per year. Charter companies require the most time devoted to training for company indoctrination, aircraft, extended over water, and RVSM training to name a few.


Commuter Airline

Commuter Airlines generally operate within a 500 hundred mile radius of the hub airport. However, with the rise in regional jets over the last years this range has increased to approximately an 800 mile radius. Pilots average approximately 85 hours a month and work about 18 to 23 days a month. Pay for a copilot will start around $22,000 per year up to $45,000 per year. Captain pay will range from $40,000 to $75,000 per year and in most cases is based on years with the company based on a rising hourly pay scale. Trips are bid on the bases of seniority and you can expect to have 15 to 20 overnights per month.



Major Airline


The major airline can really be classified into two groups passenger and freight. The freight airlines some years back with the exception of Federal Express were not the best paying air carriers to work for. Today that has changed and the freight airlines have some of the better pay in the industry. Passenger Airlines have undergone considerable changes since the 1980’s after deregulation. The pay has scaled back and the hours flown have gone up. Today the major air carrier will require a pilot to fly on average approximately 80 hours per month. Pay is by the hour and based on the position held, size of aircraft and seniority. Benefits will include health, vacation, discounted air travel, retirement, and disability.


Helicopter Pilot

Helicopter pilots can fly as instructors pilots, crop sprayers, traffic patrol, police, corporate, medivac, firefighting, off shore oil rigs and charter. Helicopters due to the higher cost to operate are used for shorter distances to avoid traffic and to get to more remote area. Helicopter pilots earn comparable pay in the lower paying positions as fixed wing pilots but the pay continues to rise over time. In off shore operations pilots may work 7 days on 7 days off or some variation like this or be on call for charter and corporate flight departments. See the Pro Pilot Magazine annual pilot income edition for more information on helicopter pilots.




A good source of pay information for most of the above categories can be obtained from Pro Pilot Magazine. One issue every year classifies the pay rates for various pilot positions.

http://www.aviationtraining.us