Welcome to Sporty’s Flight Maneuver Spotlight series. Each maneuver is part of Sporty’s 2024 Learn to Fly Course and includes a narrated video animation, along with step-by-step instructions that include performance standards and common errors. Study them while on the ground or print them for quick reference in the airplane.
This week we’re going to fly steep turns, a maneuver that will help both improve your flight control skills at a steeper bank angle and show the importance of keeping your eyes moving between inside and outside the cockpit.
These step-by-step instructions are from Sporty’s 2024 Learn to Fly Course, which includes over 15 hours of HD and 4K video that demonstrates how to fly each maneuver, along with complete FAA test prep features.
https://media.flighttrainingcentral.com/wp-content/uploads/2024/09/25111518/Steep-Turns-FTC-Video-.png10001250Flight Training Central Staffhttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngFlight Training Central Staff2024-09-23 08:55:292024-09-25 11:15:26Steep Turns – Sporty’s HD Flight Maneuver Spotlight
There are many nuances when it comes to sharing flight expenses with friends.
Private and Commercial pilots are permitted to share in the expenses of a flight with passengers. The types of expenses that can be shared are expressly stated in § 61.113(c) which are “fuel, oil, airport expenditures, or rental fees.” If you are to share in these expenses with other passengers, the pilot should not “pay less than the pro rata share of the operating expenses.” The pilot must also have a common purpose with his passengers for traveling to the destination. In other words, the pilot’s motivation cannot simply be flying as a favor or for the purpose of building flight time.
Scenario 1: You work for a real estate development company and are also a Private pilot who owns a Cessna 182 Skylane. Next week, you and a co-worker are traveling to a meeting that will be a two-hour drive. With a nice weather forecast, you decide you are going to fly instead and save a lot of travel time.
Scenario 2: You own a Cirrus SR-22 and are planning to fly the airplane to a concert with your spouse. You discover that another couple you know are planning to drive to the same concert. Given that you are close friends, you offer to pick them up in your airplane at an airport closer to where your friends live, and then drop them back off after the concert before flying home. Your friends graciously offer to share in the expense of the entire flight.
Can you share the expenses of this flight with your friends?
While you can be compensated to fly as a Commercial pilot, you can only do so under the common law term, private carriage, which is conducted under Part 91. The opposite of private carriage is common carriage which requires a Part 119 authorzation (Air Carrier Certificate) issued under Part 135 for charter operators or Part 121 for airlines.
An operation becomes a common carrier when it holds itself out (another common law term) to the public to fly any person or cargo who desires the service. Advertising is one of the most obvious forms of holding out to the public which can include social media posts, but the FAA has held that even establishing a reputation as one who provides his pilot services to the public is enough to be considered a common carrier requiring an air carrier certificate.
Scenario 3: You’ve just completed your checkride and earned your Commercial pilot certificate. But your checkride ran long and the DPE has another checkride starting soon at a nearby airport. The DPE offers to pay pay for the fuel if you can fly him to the nearby airport. After all, you have some time and he did just issue you your Commercial pilot certificate.
For every pilot, maintaining proficiency is not just about keeping your license current—it’s about ensuring the safety of yourself, your passengers, and the aircraft. One essential part of this process is the Flight Review required under FAR 61.56 which must be completed every 24 calendar months. While it’s not a test or a checkride, it’s an opportunity to sharpen your skills and stay up to date with regulations. So, what should a pilot expect during a flight review?
Purpose of the Flight Review
The flight review is intended to evaluate a pilot’s knowledge and proficiency to ensure that they can safely exercise the privileges of their certificate. It’s more about collaborative learning and less about a pass/fail examination. The goal is to identify areas that may need improvement and ensure that the pilot is confident in operating an aircraft within safe parameters.
The goal of the flight review is to identify areas that may need improvement.
Components of the Flight Review
A flight review has two main parts:
Ground Instruction – A minimum of one hour (could be in-person, online or combination)
Flight Instruction – A minimum of one hour
The review must be conducted by a CFI and should be tailored to the pilot’s individual needs and experience.
Ground Instruction
The ground portion usually involves a review of aeronautical knowledge and regulations. Topics typically covered include:
Airspace: Familiarity with different types of airspace, including controlled, uncontrolled, and special use airspaces, along with recent changes in airspace classification or operation.
Weather: How to interpret weather reports and forecasts, including TAFs (Terminal Aerodrome Forecasts), METARs, and PIREPs. You’ll also review the effects of weather on flight and decision-making.
Regulations: A review of any updates to the regulations, particularly those affecting pilot recency of experience, flight operations, and medical requirements.
Aeronautical Decision-Making (ADM): This involves evaluating a pilot’s approach to decision-making, risk management, and use of checklists in various scenarios.
Many pilots use this opportunity to ask questions or discuss areas where they may need clarification. The ground review is also a great time to go over recent changes in technology or procedures that may not have been covered in your original training.
Flight Instruction
The flight portion of the review will be tailored to the type of flying you do most frequently. If you mainly fly VFR, you’ll focus on maneuvers and procedures related to VFR flight. If you frequently fly IFR, expect some instrument work. Here’s what you can typically expect:
Preflight Procedures: Your instructor may observe how you prepare for a flight (weather, performance, weight and balance) and verify that you are using proper procedures for ensuring aircraft airworthiness.
Basic Maneuvers: You will likely perform a variety of standard flight maneuvers such as steep turns, stalls, slow flight, and pattern work. These exercises assess your fundamental skills and ensure that you maintain control of the aircraft in various scenarios.
Emergency Procedures: Be prepared to demonstrate your knowledge of emergency protocols, such as handling engine failure, electrical failures, or other in-flight anomalies. The CFI may simulate emergencies to assess how you respond under pressure.
Navigation and Communication: Pilots may be asked to perform basic navigation tasks, including GPS and autopilot management, as well as demonstrate proper radio communication, including towered and non-towered airport operations.
This flight portion is where your instructor evaluates your operational skills, ensuring you can handle the aircraft safely and respond correctly to any issues.
The flight portion is where your instructor evaluates your operational skills.
Tips for a Successful Flight Review
Prepare Ahead: Refresh your knowledge on key topics, especially those you may not encounter frequently. Study up on airspace, weather interpretation, and regulations before your review. Great resources to get started with are Sporty’s Flight Review, Sporty’s Instrument Proficiency Check and AOPA’s Rusty Pilots Course.
Bring Documentation: Make sure to bring your pilot’s license, photo ID, medical certificate or basic med, and logbook to review your flying activity.
Be Open to Feedback: The flight review is a learning experience, not a test. Take constructive criticism as an opportunity to grow as a pilot.
Tailor the Review: If you fly in specific environments—mountainous terrain, congested airspace, or IFR conditions—ask your instructor to focus on those areas. This ensures that the review is relevant to your flying habits.
Stay Current: Although the flight review is only required every two years, consider periodic training or checkouts with an instructor to keep your skills sharp, especially if you have long gaps between flights.
Refresh your knowledge on key topics, especially those you may not encounter frequently.
After the Flight Review
At the end of the review, the instructor will sign your logbook, signifying that you’ve completed the requirements for the flight review. Keep in mind that completing the review does not automatically renew your privileges for carrying passengers under night conditions—separate currency requirements apply.
The flight review is an invaluable opportunity to refresh your skills and ensure you’re flying safely. Approach it with the mindset of continuous improvement, and you’ll walk away a more confident and proficient pilot. Rather than seeing it as a hurdle, view it as a chance to engage with a CFI, address any gaps in your knowledge, and stay up-to-date with aviation best practices. Safe flying!
https://media.flighttrainingcentral.com/wp-content/uploads/2024/09/25113313/Flight-Review.png10001250Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2024-09-19 08:55:112024-09-26 17:25:14What to expect on a flight review
Flying to and from an airport in Class D airspace is one of the more common communication scenarios a pilot will encounter. While no two airports will function exactly the same, here are some key tips for confidence and success:
Know the Airspace Dimensions: Class D airspace typically extends from the surface up to 2,500 feet above the airport elevation, but it can vary. Always check the specifics for the airport you’re operating near, as depicted on the sectional chart.
Communication is Key: You must establish two-way radio communication with the control tower before entering Class D airspace. This means you need to contact the tower on the appropriate frequency and receive a response.
Read Back Clearances: When you receive instructions or clearances from the tower, read them back to confirm you’ve understood them correctly. This helps prevent miscommunication.
Be Aware of Traffic: Class D airspace is often busy, especially around airports with a lot of flight activity. Keep a vigilant lookout for other aircraft and listen carefully to the control tower’s instructions and advisories.
Practice Good Radio Etiquette: Monitor the ATIS before contacting the tower. Use clear and concise language, avoid unnecessary transmissions, and be courteous. This helps maintain efficient and safe operations.
Prepare for your arrival at a Class D airport by listening to the automated weather once in range during a quiet en route portion of the flight. Take your time and listen to all of the details. When you are 20-25 miles from the airport, you should listen again to see if the message has changed. If you hear a new phonetic identifier for the ATIS, note any changes. With the weather information and identifier in hand, contact the tower at approximately 15 miles out. You may not enter the Class D airspace until you have established radio contact with the controller. This means the controller must acknowledge you with your call sign.
Your entry into the traffic pattern at a tower-controlled airport may be on any of the four legs. The tower controller will advise his instructions based upon the runway in use and the direction from which you are approaching. Listen carefully and follow the instructions. Unless it will interfere with current autopilot operations, set the heading bug or HSI to the assigned runway. This provides a memory and visual aid to ensure your arrival on the correct runway.
At some point, the tower controller will clear you to land. Unless you hear this clearance and confirm it with a read back, do not land.
After landing and reaching taxi speed, you should exit the runway promptly at the first available taxiway or on an ATC instructed taxiway. Do not exit the landing runway onto another runway unless authorized by ATC. Do not stop or reverse course on the runway without ATC approval. Taxi clear of the runway and bring your aircraft to a stop unless otherwise directed by ATC.
Change to the ground control frequency when advised by the tower or after clearing the runway. The tower may omit the ground control frequency if the controller believes you will know the frequency. At slower times, the tower controller may be fulfilling the function of ground control as well. He may have you stay on the tower frequency during taxi operations. Follow his instructions.
Obtain your taxi instructions from the ground controller. Read back the instructions and comply with any hold short requirements that you are assigned. Compare the instructions to your taxiway charts and signs that you see after you have completed your read back. When taxiing, you must receive a specific runway crossing clearance to cross or operate on any active, inactive, or closed runway along your route.
Once you are clear of the movement area, you are no longer under the control of ATC.
VFR Communications is broken down into eight subject areas and 22 individual video segments. The course contains over 60 minutes of engaging 3D animations, in-flight video, and real-world communication scenarios just like this.
https://media.flighttrainingcentral.com/wp-content/uploads/2024/09/25114158/Class-D-Arrival-FTC-Video.png10001250Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2024-09-18 11:04:152024-09-28 10:57:06Video Tip: How to Communicate when Arriving at a Class D Airport
If you’re feeling a little rusty, you’re not alone and there are some great resources to help. Perhaps life just got in the way. Maybe a young family, a growing business, or a medical setback had something to do with it. Whatever the case, things are different now. You’re back in the game and would like to start flying again.
Pilot certificates never expire!
No Checkride Required!
You may have forgotten that pilot certificates never expire. Once a pilot, always a pilot. You never have to take another test or worry about another checkride. All you need is a Flight Review with a local CFI. A little brush-up with your local CFI with enough flights to demonstrate competence again (minimum one hour), and you’re back in the air. Seriously, that’s all it takes. And you may not even need a medical certificate.
The Rusty Pilots Online Course Can Get You Started
The Rusty Pilots Online Course is free for AOPA members.
AOPA has created a fun, interactive online course, modeled after its popular Rusty Pilots Seminar that gives you all the information you need to get current again. The course uses the scenario of a cross-country flight to help bring you up to speed on critical topics like weather briefings, preflight planning, regulations, new technology and airspace. At the end of the course, you’ll receive FAA WINGS credit to help you towards completing your Flight Review. Best of all, Rusty Pilots Online Course is FREE for AOPA Members.
https://media.flighttrainingcentral.com/wp-content/uploads/2024/09/25113928/Rusty-Pilots-FTC-Article.png10001250Flight Training Central Staffhttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngFlight Training Central Staff2024-09-17 08:55:402024-09-25 11:39:35Attention Rusty Pilots: Getting Back in the Air is Easier than you Think
The demand for professional pilots has never been greater. Airline pilot requirements and mandatory retirements have significantly impacted the pool of eligible candidates and, in many cases, have left flight departments at a shortage of qualified applicants.
If you’ve been dreaming about the challenge, adventure and rewards of a pilot career, there’s never been a better time to engage in a pilot training program. But there are multiple pathways to consider if the airline flight deck beckons.
To be eligible to serve as an airline crew member, pilots must possess an Airline Transport Pilot Certificate (ATP).
To be eligible to serve as an airline crew member, pilots must possess an Airline Transport Pilot Certificate (ATP). To reach the ATP level, pilots now have the option of pursuing an unrestricted ATP subject to FAR Part 61 requirements or may choose to pursue a Restricted ATP (R-ATP) qualification by graduating from an approved, collegiate-based aviation program. Eligibility requirements for the two pathways vary greatly.
An unrestricted ATP requires that the pilot be 23 years of age and possess minimum flight experience to include:
1,500 total time
500 hours cross-country
100 hours night
75 hours instrument
250 hours PIC
50 hours of multiengine (if pursuing ATP multiengine)
Complete eligibility requirements are defined in § 61.159.
Restricted ATP (R-ATP)
The R-ATP allows a pilot to serve as an airline first officer before reaching the requisite 1,500 hours.
The R-ATP allows a pilot to serve as an airline first officer before reaching the requisite 1,500 hours for an unrestricted ATP. The R-ATP also requires that a pilot be at least 21 years of age and successfully complete a checkride. The R-ATP, in lieu of the 1,500 hour requirement, offers credit for specialized training received as part of a collegiate aviation curriculum or through the military. The R-ATP eligibility requirements are fully defined in § 61.160 and the options for R-ATP minimum experience are:
750 hours for military pilots
1,000 hours for college graduates who possess a bachelor’s degree with an aviation major from an approved school
1,250 hours for college graduates possessing an associate degree with an aviation major from an approved school
For each of the R-ATP options, the majority of total flight experience must have been obtained while enrolled in the approved program. It’s worth noting that simply graduating from a program that confers a degree does not automatically grant eligibility for the R-ATP. Each school that desires to certify its graduates for the R-ATP must apply for and receive approval from the FAA and must meet criteria outlined in Advisory Circular 61-139.
Considered in the ATP regulations is a category of pilots who may possess the 1,500 hours of total pilot time required for an unrestricted ATP, but fall short of the requisite 500 hours of cross-country experience (e.g. flight instructors). These pilots, as long as they possess at least 200 hours of cross-country time, and otherwise meet ATP experience requirements, are also eligible to apply for the R-ATP.
Transitioning from R-ATP to ATP
When transitioning from a R-ATP to an unrestricted ATP, an FAA inspector can remove R-ATP limitations and issue a full ATP with paperwork only. The applicant must present evidence that he has met the ATP age requirement (23) and the aeronautical experience requirements of § 61.159. The applicant then must complete section III – Record of Pilot Time, on a pilot application (form 8710) to be issued the unrestricted ATP.
ATP-CTP Requirements
ATP-CTP is a 40 hour course – 30 hours of ground school and 10 hours of simulator training.
Also required of ATP certification is the completion of an FAA-approved Airline Transport Pilot Certification Training Program (ATP-CTP) PRIOR to taking the FAA written exam for multiengine ATP. ATP-CTP is a 40 hour course – 30 hours of ground school and 10 hours of simulator training – intended to prepare the applicant to operate safely in those operations that require an ATP. Of the 10 hours of simulator training, six (6) hours must be completed in a Level C or higher full flight simulator that represents a multiengine, turbine airplane with a maximum takeoff weight of at least 40,000 pounds, rendering many corporate aircraft ineligible.
The ATP CTP serves as a prerequisite for the multiengine ATP written exam and includes training in:
Aerodynamics,
Automation,
Adverse weather conditions,
Air carrier operations,
Transport airplane performance,
Professionalism, and
Leadership and development.
All pilots taking the ATP knowledge test are required to present a graduation certificate certifying the completion of an ATP-CTP before taking the written test. Written tests for multiengine ATP are valid for 60 calendar months (much longer than the 24 months granted for other written exams). The ATP-CTP graduation certificate itself does not expire so there is no penalty and no harm in taking the ATP-CTP anytime that is convenient.
It’s worth noting that the ATP-CTP itself does not prepare you for the FAA written exam. It’s only a pre-requisite for the written exam. It would be wise to select a trusted training source for dedicated written test preparation independent of your ATP-CTP training. There is no endorsement required to take the ATP written exam so it’s up to you to determine when you’re ready.
For those pursuring an airline career, most regional airlines have created their own in-house programs or have contracted with other training providers to deliver ATP-CTP training as part of your new-hire process. So in many cases, this creates additional training time, but does not represent an additional out-of-pocket expense.
If you happen to be in corporate aviation or perhaps on a military track and moving straight to the legacy air carriers, you may very well have to complete an ATP-CTP at your own expense to meet hiring requirements. There are independent training providers with courses available.
If you’re curious about an alternate ATP option, single-engine ATP does NOT require the ATP-CTP course, but does require a separate single-engine ATP written exam. You will still need to complete an ATP-CTP in order to pursue a multiengine ATP.
Building Flight Experience
Becoming an instructor is still the most common path for building flight experience.
It remains the case that the most common pathway for building your flight experience toward ATP certification is the certified flight instructor (CFI) path. CFI jobs are plentiful as the demand for training increases and as CFIs transition to the airlines. Similar to airline starting salaries, CFI wages have increased. It is possible to earn a respectable wage in the CFI ranks and pursue a rewarding career. And most airline recruiters and human resource professionals will agree that the experience gained as a CFI will serve you well into the future.
Alternate routes for gaining additional experience toward ATP certification include private or business aviation pilot jobs, aerial surveying or mapping, freight, charter, and even investing in your own airplane.
No matter your ultimate pathway, there’s only one correct way to begin, get to the airport and take that first flight or the next flight!
https://media.flighttrainingcentral.com/wp-content/uploads/2024/08/07130113/airliner-sunset-scaled.jpg19202560Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2024-09-16 08:55:072024-08-07 13:12:17Navigating the ATP Certification Process: A Pilot’s Guide
Steep Turns – Sporty’s HD Flight Maneuver Spotlight
/in Flight Maneuvers/by Flight Training Central StaffWelcome to Sporty’s Flight Maneuver Spotlight series. Each maneuver is part of Sporty’s 2024 Learn to Fly Course and includes a narrated video animation, along with step-by-step instructions that include performance standards and common errors. Study them while on the ground or print them for quick reference in the airplane.
This week we’re going to fly steep turns, a maneuver that will help both improve your flight control skills at a steeper bank angle and show the importance of keeping your eyes moving between inside and outside the cockpit.
These step-by-step instructions are from Sporty’s 2024 Learn to Fly Course, which includes over 15 hours of HD and 4K video that demonstrates how to fly each maneuver, along with complete FAA test prep features.
Test Your Knowledge: Sharing Flight Expenses with Passengers
/in Quiz/by Eric RadtkeThere are many nuances when it comes to sharing flight expenses with friends.
Private and Commercial pilots are permitted to share in the expenses of a flight with passengers. The types of expenses that can be shared are expressly stated in § 61.113(c) which are “fuel, oil, airport expenditures, or rental fees.” If you are to share in these expenses with other passengers, the pilot should not “pay less than the pro rata share of the operating expenses.” The pilot must also have a common purpose with his passengers for traveling to the destination. In other words, the pilot’s motivation cannot simply be flying as a favor or for the purpose of building flight time.
Scenario 1: You work for a real estate development company and are also a Private pilot who owns a Cessna 182 Skylane. Next week, you and a co-worker are traveling to a meeting that will be a two-hour drive. With a nice weather forecast, you decide you are going to fly instead and save a lot of travel time.
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Scenario 2: You own a Cirrus SR-22 and are planning to fly the airplane to a concert with your spouse. You discover that another couple you know are planning to drive to the same concert. Given that you are close friends, you offer to pick them up in your airplane at an airport closer to where your friends live, and then drop them back off after the concert before flying home. Your friends graciously offer to share in the expense of the entire flight.
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While you can be compensated to fly as a Commercial pilot, you can only do so under the common law term, private carriage, which is conducted under Part 91. The opposite of private carriage is common carriage which requires a Part 119 authorzation (Air Carrier Certificate) issued under Part 135 for charter operators or Part 121 for airlines.
An operation becomes a common carrier when it holds itself out (another common law term) to the public to fly any person or cargo who desires the service. Advertising is one of the most obvious forms of holding out to the public which can include social media posts, but the FAA has held that even establishing a reputation as one who provides his pilot services to the public is enough to be considered a common carrier requiring an air carrier certificate.
Scenario 3: You’ve just completed your checkride and earned your Commercial pilot certificate. But your checkride ran long and the DPE has another checkride starting soon at a nearby airport. The DPE offers to pay pay for the fuel if you can fly him to the nearby airport. After all, you have some time and he did just issue you your Commercial pilot certificate.
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What to expect on a flight review
/in Tips and technique/by Eric RadtkeFor every pilot, maintaining proficiency is not just about keeping your license current—it’s about ensuring the safety of yourself, your passengers, and the aircraft. One essential part of this process is the Flight Review required under FAR 61.56 which must be completed every 24 calendar months. While it’s not a test or a checkride, it’s an opportunity to sharpen your skills and stay up to date with regulations. So, what should a pilot expect during a flight review?
Purpose of the Flight Review
The flight review is intended to evaluate a pilot’s knowledge and proficiency to ensure that they can safely exercise the privileges of their certificate. It’s more about collaborative learning and less about a pass/fail examination. The goal is to identify areas that may need improvement and ensure that the pilot is confident in operating an aircraft within safe parameters.
The goal of the flight review is to identify areas that may need improvement.
Components of the Flight Review
A flight review has two main parts:
The review must be conducted by a CFI and should be tailored to the pilot’s individual needs and experience.
Ground Instruction
The ground portion usually involves a review of aeronautical knowledge and regulations. Topics typically covered include:
Many pilots use this opportunity to ask questions or discuss areas where they may need clarification. The ground review is also a great time to go over recent changes in technology or procedures that may not have been covered in your original training.
Flight Instruction
The flight portion of the review will be tailored to the type of flying you do most frequently. If you mainly fly VFR, you’ll focus on maneuvers and procedures related to VFR flight. If you frequently fly IFR, expect some instrument work. Here’s what you can typically expect:
This flight portion is where your instructor evaluates your operational skills, ensuring you can handle the aircraft safely and respond correctly to any issues.
The flight portion is where your instructor evaluates your operational skills.
Tips for a Successful Flight Review
Refresh your knowledge on key topics, especially those you may not encounter frequently.
After the Flight Review
At the end of the review, the instructor will sign your logbook, signifying that you’ve completed the requirements for the flight review. Keep in mind that completing the review does not automatically renew your privileges for carrying passengers under night conditions—separate currency requirements apply.
The flight review is an invaluable opportunity to refresh your skills and ensure you’re flying safely. Approach it with the mindset of continuous improvement, and you’ll walk away a more confident and proficient pilot. Rather than seeing it as a hurdle, view it as a chance to engage with a CFI, address any gaps in your knowledge, and stay up-to-date with aviation best practices. Safe flying!
Video Tip: How to Communicate when Arriving at a Class D Airport
/in Video Tips/by Eric RadtkeFrom Sporty’s VFR Communications online course
Flying to and from an airport in Class D airspace is one of the more common communication scenarios a pilot will encounter. While no two airports will function exactly the same, here are some key tips for confidence and success:
Prepare for your arrival at a Class D airport by listening to the automated weather once in range during a quiet en route portion of the flight. Take your time and listen to all of the details. When you are 20-25 miles from the airport, you should listen again to see if the message has changed. If you hear a new phonetic identifier for the ATIS, note any changes. With the weather information and identifier in hand, contact the tower at approximately 15 miles out. You may not enter the Class D airspace until you have established radio contact with the controller. This means the controller must acknowledge you with your call sign.
Your entry into the traffic pattern at a tower-controlled airport may be on any of the four legs. The tower controller will advise his instructions based upon the runway in use and the direction from which you are approaching. Listen carefully and follow the instructions. Unless it will interfere with current autopilot operations, set the heading bug or HSI to the assigned runway. This provides a memory and visual aid to ensure your arrival on the correct runway.
At some point, the tower controller will clear you to land. Unless you hear this clearance and confirm it with a read back, do not land.
After landing and reaching taxi speed, you should exit the runway promptly at the first available taxiway or on an ATC instructed taxiway. Do not exit the landing runway onto another runway unless authorized by ATC. Do not stop or reverse course on the runway without ATC approval. Taxi clear of the runway and bring your aircraft to a stop unless otherwise directed by ATC.
Change to the ground control frequency when advised by the tower or after clearing the runway. The tower may omit the ground control frequency if the controller believes you will know the frequency. At slower times, the tower controller may be fulfilling the function of ground control as well. He may have you stay on the tower frequency during taxi operations. Follow his instructions.
Obtain your taxi instructions from the ground controller. Read back the instructions and comply with any hold short requirements that you are assigned. Compare the instructions to your taxiway charts and signs that you see after you have completed your read back. When taxiing, you must receive a specific runway crossing clearance to cross or operate on any active, inactive, or closed runway along your route.
Attention Rusty Pilots: Getting Back in the Air is Easier than you Think
/in Getting Started, News, Tips and technique/by Flight Training Central StaffIf you’re feeling a little rusty, you’re not alone and there are some great resources to help. Perhaps life just got in the way. Maybe a young family, a growing business, or a medical setback had something to do with it. Whatever the case, things are different now. You’re back in the game and would like to start flying again.
Pilot certificates never expire!
No Checkride Required!
You may have forgotten that pilot certificates never expire. Once a pilot, always a pilot. You never have to take another test or worry about another checkride. All you need is a Flight Review with a local CFI. A little brush-up with your local CFI with enough flights to demonstrate competence again (minimum one hour), and you’re back in the air. Seriously, that’s all it takes. And you may not even need a medical certificate.
The Rusty Pilots Online Course Can Get You Started
The Rusty Pilots Online Course is free for AOPA members.
AOPA has created a fun, interactive online course, modeled after its popular Rusty Pilots Seminar that gives you all the information you need to get current again. The course uses the scenario of a cross-country flight to help bring you up to speed on critical topics like weather briefings, preflight planning, regulations, new technology and airspace. At the end of the course, you’ll receive FAA WINGS credit to help you towards completing your Flight Review. Best of all, Rusty Pilots Online Course is FREE for AOPA Members.
This course also qualifies for the AOPA Accident Forgiveness and FAA WINGS programs.
Preview the course free at AOPA.org.
Additional Resources:
Pilot’s Guide to Basic Med
Flight School (CFI) Directory
Sporty’s Rusty Pilot Kit
Navigating the ATP Certification Process: A Pilot’s Guide
/in Career, Regulations/by Eric RadtkeThe demand for professional pilots has never been greater. Airline pilot requirements and mandatory retirements have significantly impacted the pool of eligible candidates and, in many cases, have left flight departments at a shortage of qualified applicants.
If you’ve been dreaming about the challenge, adventure and rewards of a pilot career, there’s never been a better time to engage in a pilot training program. But there are multiple pathways to consider if the airline flight deck beckons.
ATP Certification
Recricted ATP (R-ATP)
Transitioning from R-ATP to ATP
ATP-CTP Requirements
Building Flight Experience
ATP Certification
To be eligible to serve as an airline crew member, pilots must possess an Airline Transport Pilot Certificate (ATP).
To be eligible to serve as an airline crew member, pilots must possess an Airline Transport Pilot Certificate (ATP). To reach the ATP level, pilots now have the option of pursuing an unrestricted ATP subject to FAR Part 61 requirements or may choose to pursue a Restricted ATP (R-ATP) qualification by graduating from an approved, collegiate-based aviation program. Eligibility requirements for the two pathways vary greatly.
An unrestricted ATP requires that the pilot be 23 years of age and possess minimum flight experience to include:
Complete eligibility requirements are defined in § 61.159.
Restricted ATP (R-ATP)
The R-ATP allows a pilot to serve as an airline first officer before reaching the requisite 1,500 hours.
The R-ATP allows a pilot to serve as an airline first officer before reaching the requisite 1,500 hours for an unrestricted ATP. The R-ATP also requires that a pilot be at least 21 years of age and successfully complete a checkride. The R-ATP, in lieu of the 1,500 hour requirement, offers credit for specialized training received as part of a collegiate aviation curriculum or through the military. The R-ATP eligibility requirements are fully defined in § 61.160 and the options for R-ATP minimum experience are:
A list of approved schools for R-ATP eligibility is available from FAA here.
For each of the R-ATP options, the majority of total flight experience must have been obtained while enrolled in the approved program. It’s worth noting that simply graduating from a program that confers a degree does not automatically grant eligibility for the R-ATP. Each school that desires to certify its graduates for the R-ATP must apply for and receive approval from the FAA and must meet criteria outlined in Advisory Circular 61-139.
Considered in the ATP regulations is a category of pilots who may possess the 1,500 hours of total pilot time required for an unrestricted ATP, but fall short of the requisite 500 hours of cross-country experience (e.g. flight instructors). These pilots, as long as they possess at least 200 hours of cross-country time, and otherwise meet ATP experience requirements, are also eligible to apply for the R-ATP.
Transitioning from R-ATP to ATP
When transitioning from a R-ATP to an unrestricted ATP, an FAA inspector can remove R-ATP limitations and issue a full ATP with paperwork only. The applicant must present evidence that he has met the ATP age requirement (23) and the aeronautical experience requirements of § 61.159. The applicant then must complete section III – Record of Pilot Time, on a pilot application (form 8710) to be issued the unrestricted ATP.
ATP-CTP Requirements
ATP-CTP is a 40 hour course – 30 hours of ground school and 10 hours of simulator training.
Also required of ATP certification is the completion of an FAA-approved Airline Transport Pilot Certification Training Program (ATP-CTP) PRIOR to taking the FAA written exam for multiengine ATP. ATP-CTP is a 40 hour course – 30 hours of ground school and 10 hours of simulator training – intended to prepare the applicant to operate safely in those operations that require an ATP. Of the 10 hours of simulator training, six (6) hours must be completed in a Level C or higher full flight simulator that represents a multiengine, turbine airplane with a maximum takeoff weight of at least 40,000 pounds, rendering many corporate aircraft ineligible.
The ATP CTP serves as a prerequisite for the multiengine ATP written exam and includes training in:
All pilots taking the ATP knowledge test are required to present a graduation certificate certifying the completion of an ATP-CTP before taking the written test. Written tests for multiengine ATP are valid for 60 calendar months (much longer than the 24 months granted for other written exams). The ATP-CTP graduation certificate itself does not expire so there is no penalty and no harm in taking the ATP-CTP anytime that is convenient.
It’s worth noting that the ATP-CTP itself does not prepare you for the FAA written exam. It’s only a pre-requisite for the written exam. It would be wise to select a trusted training source for dedicated written test preparation independent of your ATP-CTP training. There is no endorsement required to take the ATP written exam so it’s up to you to determine when you’re ready.
For those pursuring an airline career, most regional airlines have created their own in-house programs or have contracted with other training providers to deliver ATP-CTP training as part of your new-hire process. So in many cases, this creates additional training time, but does not represent an additional out-of-pocket expense.
If you happen to be in corporate aviation or perhaps on a military track and moving straight to the legacy air carriers, you may very well have to complete an ATP-CTP at your own expense to meet hiring requirements. There are independent training providers with courses available.
If you’re curious about an alternate ATP option, single-engine ATP does NOT require the ATP-CTP course, but does require a separate single-engine ATP written exam. You will still need to complete an ATP-CTP in order to pursue a multiengine ATP.
Building Flight Experience
Becoming an instructor is still the most common path for building flight experience.
It remains the case that the most common pathway for building your flight experience toward ATP certification is the certified flight instructor (CFI) path. CFI jobs are plentiful as the demand for training increases and as CFIs transition to the airlines. Similar to airline starting salaries, CFI wages have increased. It is possible to earn a respectable wage in the CFI ranks and pursue a rewarding career. And most airline recruiters and human resource professionals will agree that the experience gained as a CFI will serve you well into the future.
Alternate routes for gaining additional experience toward ATP certification include private or business aviation pilot jobs, aerial surveying or mapping, freight, charter, and even investing in your own airplane.
No matter your ultimate pathway, there’s only one correct way to begin, get to the airport and take that first flight or the next flight!
For additional information, FAA resources are available at https://www.faa.gov/pilots/training/atp/.