Training of Airline Pilots Essay Example for Free

procreation of Airline Pi dole outs EssayThis motto goes single mile of runway female genital organ begin you anywhere. Through my little term of being an circular this has proven to be true. air power is an incredibly arouse field of interest that has no limits as to how remote an individual dope take it. Flying airplanes for a living underside be very ch onlyenging, fun, and exciting however looking past the outer shell, aviation is a main comp unmatchablent of what operates the global preservation work.According to Airsaftey.Aero, the aviation industry supplies 4. 5 one million million million jobs directly related to airports and has a multiplier of 1.7, pith that for either 100 jobs in aviation their ar 170 jobs in associated industries. They also state that the summarise global value is US $880 billion. The industry completelyows faster, cheaper, and more efficient ways to travel for business, tourism, cargo, and mail. As you notify see aviation is a hug e power in the development and success of the global scrimping. The companies spate make big profits and the economy is obviously reveal off with this industry. One item that is in direct correlation with the r up to nowue of these companies is safety.Some people say that a vanish testament make his whole lifes earnings in nonp areil leak and that whitethorn or whitethorn not be true, but the fact that the cooking of these voyages is crucial cannot be denied. This paper impart hold forth the office needed to become a pilot, the freezeup prerequisites to become a pilot, the beginning steps of bonnie a pilot, the three main routes to become a master pilot, and the continuing channelizeing communicate to note a professional pilots license.Attitude of Becoming a PilotA pilots military posture can be the nearly important and valuable asset he has, insofar it can also be the more or less(prenominal) dangerous. Decision-making is what separates a dandy pilot from a bad pilot. every(prenominal) decision is a reflection of the attitude that a pilot has. Human factors are the number one cause of entirely aircraft accidents, and most of these stem from undesirable attitudes. It does not take an outstanding set of sensible talents to become a pilot. Most people need to understand that the skills are within themselves to become a professional pilot. Aviation is very unforgiving to those who push the limits. There let been five hazardous attitudes place that can be most detrimental to becoming a successful pilot. These attitudes take in been classified as Anti-Authority, Impulsive, Invulnerability, Macho, and Resignation. (Haz)The Anti-authority attitude is found in pilots who do not like anyone telling them what to do. This pilot may slackness rules, regulations, and procedures as silly or unnecessary. They have a Dont tell me type of attitude and the proper antidote would be to say, Follow the rules theyre usually right. The Impulsive att itude is displayed when the pilot feels the need to make decisions without fully thinking by means of the situation. Instead of saying do something quickly, this pilot should be saying, Not so fast, think first. Pilots who tell themselves that accidents and malfunctions cannot happen to them face the invulnerability attitude. Instead of It cant happen to me pilots need to think, It can happen to me.Another undesirable attitude is described as macho. This is when the pilot has the attitude that he can take risks and that he is invincible. Instead of saying I can do it, pilots with a macho attitude need to train themselves to say, Taking a chance is infatuated. The fifth category of undesirable attitudes is resignation. Pilots have no room for blaming occurrences on bad luck and that is what this attitude is. The pilot blames an un inclinationd situation on luck and gives in. Someone with this attitude usually says, Whats the use, when they should have the attitude that I can make a difference. Pilots need to be committed to keeping a positive, levelheaded attitude. A good way to do this is to review human factors before every flying, recognizing the after-school(prenominal) factors such as stress, money, commitments, etc. that will effect the decisions they make (Haz).Obtaining a Medical CertificateObtaining an FAA medical certificate is necessary of every aviator, whether he will be at the controls as a pupil pilot or an Air Transport pilot. In this process a certified AME (aviation medical mental testinginer) will perform what seems to be a basic physical interrogationination on the patient. The examiner will check the patients eyes for distant visual acuity of 20/20 or better in each eye separately, with or without corrective lenses, near vision of 20/40 or better, the ability to perceive colors necessary for the safe performance of airman duties, and normal fields of vision. future(a) he will check the ears, poke, and throat of the patient making positive(predicate) a certain dB level can be heard, and that no preexisting issues can be identified within the nose and throat. Those are some of the main things that the examiner will be looking for in the physical components of the exam however the rest of the examination will also embarrass mental health, neurologic health, cardiovascular strength, and anything leftover that falls under general medical condition.It is recomm fetch uped that if one postulates to become an airline pilot that he mother an FAA First Class Medical Certificate rather than the required Third Class Medical evaluation before beginning training as he cannot and will not be hired without one. The FAA does have an option to give waivers to those who may be on the border of passing one of these sections of the medical exam however with the hails of training being very high it would be wise to make sure to meet all job qualifications prior to training (Con).Beginning StepsNow that the attitude require d to be a professional aviator as well as the medical requirements have been discussed, the adjacent step is to ask oneself some very important interrogatives before beginning the actual training. The first question should be, how much will this all cost? There is no concrete number, but expect non-military training to cost somewhere around $60,000 for all the ratings.The future(a) question to ask is, how long will it take? Again, there is no set time frame on this as some might invite faster or slower than others. From personal envision, expect two to four classs to obtain all of the ratings unless doing military training, which is an accelerated program.Another question to ask would be, what topics will you need to learn? Most professional aviators did not just wake up one day and decide that they were going to try to be pilots. They have a passion for what they do and that is what makes them stand out in the fierce competition of the industry. This leads to the desire to l earn many different aviation subjects such as Aircraft systems, Aerodynamics, Navigation, Weather, Aircraft operations, and Regulations.The last question one should ask is, where should I go for flight training? This question leads to the discussion of the three main types of flight training, which include Part 61 civilian, Part 141 flight schools, and military training. after(prenominal) considering whether one has what it takes to become an aviator, then the nigh step is to evaluate the fastest, cheapest, and most efficient way to obtain the required ratings while looking good on a resume.Part 61 Civilian tuitionWhile there is no college requirement to be an airline pilot, most employers will look for some college time and prefer a bachelor-at-armss degree. Part 61 training is plausibly the simplest and easiest to complete, as there is no set time requirement for completion. The private pilot license, instrument rating, commercial license, and multi-engine license can all be obtained through variance 61 training. This type of training is usually done outside of a school and all bookwork is done using a self-study style. A certified flight instructor will give all of the endorsements needed to complete the ratings up to the point when the school-age child must fly with an FAA examiner. The timeframe is set on the students urgency and is usually a little less expensive than a Part 141 program. The most attractive attribute of a Part 61 flight school is the flexibility it gives its students. Even though this path has the least direction from the FAA, the pilots get a well-rounded training experience.Part 141 Civilian TrainingPart 141 flight schools have a more focused curriculum that requires not only flight checks but ground courses also. The FAA gives a lot of direction to the trainees. There are clear outlines for every vocalization of the training to obtain each rating including the ground lessons, flight lessons, and stage checks. This is the best option for pilots who are serious about making a career out of flying and not interested in serving in the military. As with Part 61 training, there are several check rides required before completing flight training. The curriculum of the flight portion is set up to save flight hours creating a less expensive alternative. A Part 61 school requires a minimum of 40 hours, whereas a Part 141 schools only requires 35 hours. This may seem appealing, but many students at part 141 schools need over the 35 required hours. According to Patch on hubpages.comThe place where you may want to look at a part 141 school is when you go on to your advanced ratings. This is where your decreased requirements may actually have a true cost savings for you. For example, if youre getting your instrument rating at a part 61 flight school, youll need to have logged 50 hours cross country as pilot in command (PIC). Thats not a requirement for part 141 schools. Thats a considerable cost savings for most studen ts.Military TrainingMilitary aviator training is the toughest, least expensive to the pilot, and most desired because one can course turbine time. In the United States Air Force, officers go through a 4-phase program leading to receiving their wings. Phase-one is academic classes and pre-flight training. In this phase pilots learn and test in subjects such as Aerospace Physiology, Altitude Chamber, Ejection Seat / Egress Training, Parachute Landing Falls, Aircraft Systems, Basic Instruments, Mission Planning / Navigation, and Aviation Weather. In phase-two the officers begin primary aircraft training. This phase includes approximately 90 hours of flight training, lasting 22 weeks, with the break up of teaching students basic flying skills, Focus, Contact, Instruments, Formations, and Navigation. At the end of this 6-month phase, students pick which Advanced Track in which they adjure to fly.Students pick based on their performance ranking in Phase-2. In Phase-3, advanced aircraft training begins. After Approximately 120 hours of flight instruction in 24 weeks of training, the hope is to put these pilots in wiz/bomber aircraft. Finally these select few are ready for phase-4, which is graduation. After roughly 52 weeks of training, officers receive their silver wings and are awarded the aeronautical rating of pilot (Spe). This method of training is desirable because one can get paid to become a pilot, can receive instruction from the worlds best, and can build turbine time before applying for an airline job (assuming the pilot are placed in a fixed-wing aircraft). The negatives of this path, on the other hand, is the competition and risk that one may end up not being a pilot, as well as a contract requiring a lengthy commitment to service. Overall this can be the way to go if one is confident in his own skills and abilities. Airline Training at one time one has completed getting all of the ratings, certificates, and licenses and thinks all the training is ov er, well guess again. The airlines require even more training. Joel Freemen of Howstuffworks.com saysRegardless of your background, the airline will train you based on its procedures and its FAA-approved training curriculum. Even though all airlines fly the same kinds of airplanes, each airline has slightly different methods and procedures. The goal of an airline is to train you to be qualified in your position and to be standard. Standardization is one of the pillars of a safe airline. The thought is that, within the airline, cockpit behavior and procedure will be the same in every flight, no weigh which pilots are at the controls, to prevent confusion and misunderstanding.The initial training includes regulations and company-specific procedures. The pilot will then hand two weeks learning specific systems and equipment that they will be operating. Next is the simulator training. The airline will simulate every emergency procedure and mishap imaginable to ensure the ability of t he pilot before allowing them to fly their million dollar airplanes. Next the pilot will be fly to obtain initial operating experience. This experience includes at least 25 hours of flight time. After this, the pilot is released to operate scheduled flights as a crewmember. What to ExpectFrom an article on nytimes.com here are three short testimonies of the life of a few regional pilots Alex Lapointe, a 25-year-old co-pilot for a regional airline, says he routinely lifts off knowing he has gotten less sleep than he needs. And once or twice a week, he says, he sees the captain next to him struggling to stay alert.Neil A. Weston, also 25, went $100,000 into debt to train for a co-pilots job that conducts him $25,000 annually. He carries sandwiches in a cooler from his home in Dubuque, Iowa, bought his first uniform for $400, and holds out hope of tripling his salary by moving into the captains seat, then up to a major carrier. Assuming, that is, the majors start hiring again.Capt. ca pital of Minnesota Nietz, 58, who recently retired from a regional airline, said his schedule wore him down and cost him three marriages. His workweek typically began with a 230 a.m. wake-up in northern Michigan and a 6 a.m. flight to his lucre home bases. There, he would wait for his first assignment, a noon departure. These scenarios go to show that it takes a lot of hard work, passion, and love for aviation to be an airline pilot. These guys start off making awful wages, are kept away from home, get little sleep, and eat unhealthy fast food most of the year until they obtain seniority.ConclusionPilots are the poster childs of the aviation business. They are the most seen by the public therefore it is essential that they demonstrate professionalism when they put on the uniform. Professionalism is not something that a pilot obtains when he/she begins making money for an airliner but rather a personality that shows respect to his/her crew, passengers, and aircraft. Professionalism is what airlines are looking for when they are hiring, they are looking for a potential Captain. Being an airline pilot isnt for everyone though. You can probably tell from the rest of this paper that it really requires a passion as well as a great deal of sacrifice to make it through the rigorous and lengthy training. The sacrifices dont end there, as pilots are often in major debt for years before they make enough to pay off the loans they acquire, they sacrifice time spent with their families, and they are physically tested from day one.Although this all seems negative, it is a must. Hopefully the passengers see these as a positive. The more training a pilot has, the safer he/she will be in the cockpit. The excess in training provides more protection to the passenger and/or the cargo. Training also improves accident rates therefore keeping passengers flying and keeping aviation stimulating and allowing our economy to grow.