In Aviation, thoroughness is vital and good preparation essential. The old saying by pilots is “It is better to be on the ground wishing you were flying, rather than being in the air wishing you were on the ground”. Preparation is making sure you have taken every precaution to ensure a safe flight. This starts with your self and self discipline. There are many do’s and don’ts some legal and some just common sense yet every year some one flies a plane into a hill. It is truly amazing how many solid hills seem to move into the path of a plane!

There are four main elements to preparation:

The Pilot

The pilot must be fit, if suffering from a severe cold do not fly. If  tired do not fly. If  injured do not fly. Avoid alcohol 48 hours prior to flight. Only fly if you are fit in accordance with your licence medical requirements. Ensure your licence is valid for the aircraft you are going to fly. Ensure your licence is valid for the weather conditions of the day. Ensure you are current on the type.

The Plane

All flights start with a thorough check of the plane called the Pre flight check. The pilot checks everything before starting the engine including the paperwork. All checks are done by following a check list. Further checks of the engine and systems prior to take off are also required. Running out of fuel can be embarrassing so it is wise to check you have enough before leaping into the sky.

Always make sure you have adequate reserves of fuel. Use the correct fuel. Remember, American gallons are not the same as imperial gallons. When re-fuelling it is the pilot’s responsibility to check the correct amount of fuel is put in the tank.

The Weather

The unpredictable element. The best forecast in the world can be wrong so the pilot must use his eyes and learn to trust his own judgement. As with sailing, experience is required to learn about weather. Weather can change quickly so watch it all the time. Good pilots study the weather all the time even when not flying. Always make sure you have a margin of safety.

Things to watch out for  are fog and cloud can change very quickly and wind direction in costal airfields, due to land and sea breezes which can lead to severe wind shear, severe downdrafts in mountainous regions turbulence near large clouds like Cumulonimbus and landing in rain or heavy showers.

The Legalities

Check for restrictions and any changes in the rules. Make sure the flight is a legal one. Be aware of the following:

• Danger Areas – opening and closing times- safe or not safe to over fly when closed
• Temporary areas for air displays – special flights- unusual restrictions
• Private airfields not always marked on the map- gliding sites-kite flying
• High intensity radio areas – these can be very dangerous
• Bird and animal protection areas
• Low flying and aerobatics – be safe do not show off like an idiot
• Licence, medical and flight checks all current.
• Glasses, do not forget the second pair.

The First Royal Air Force (RAF) Pilots

The desire to fly like a bird goes back many centuries and is reflected in the many myths of flying dragons and flying horses such as Pegasus. There has always been a magic about the very idea of flying and that magic is linked to the way all men and women look up at the sky, particularly when the stars are there, and wonder.

 RAF pilots experience that wonder every time they sit in their aeroplane, increase the power, and begin the take – off  run.

So how did it all begin?

The first known form of Military Air Power was in China as early as 200 BC when General Han Hsin used a man kite to calculate the distance between his army and the opposing forces.  Chinese forces used kites to pass signals and may have used them as bomb carriers.The explorer Marco Polo , when in Cathay in the 14^th century told of seafarers tying unwilling people to large tethered kites. If they flew well it indicated a successful voyage. Man carrying kites were also used in Japan in the 19^th century.

In Europe bomb laden kites appear in sketches about 1326 AD. The dream of flight started to have some practical realisation with the advent of ballooning in France where it developed as a sport and for entertainment.

We need to jump forward to 1909.

Flying was slow to start in England being confined to a few individuals with little government support. This changed when Louis Bleriot flew his monoplane across the channel in July 1909. The first British Pilot’s Licence was issued to Moore –Brabazon

after he won the daily Mail prize for flying a circular flight of one mile in his Short Biplane.

The army were the first to recognise the potential of aircraft for reconnaissance purposes and the Royal Flying Corps (RFC) came into being. The initial plans were to form a unified air service but old service rivalries prevented this so the Navy had their own air arm The Royal Naval Air Service (RNAS). Throughout the First World War (1914-1918) the two services operated separately. On 1^st April 1918 the two services were joined to become The Royal Air Force (RAF) thus the RAF pilot was born.

In the early days the RAF Pilot had to contend with antiquated aircraft and a constantly changing administration. The government lacked enthusiasm for Air Power but appointed General Sir Hugh Trenchard  as Chief of the Air Staff. He set the very high standards for RAF Pilots that continue to-day, however, he resigned shortly after. Sir Hugh Trenchard was later reappointed by Churchill and went on to be called the Father of The Royal Air Force.  The training of an RAF Pilot is second to none.

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New Zealand’s finest Pioneering Lady Pilots

One of New Zealand’s finest Pioneering Lady pilots. Born Jane Gardner Batten on 15^th, September 1909 at Rotorua, New Zealand. She was more commonly known as Jean. Her first introduction to flying was in 1929 when the famous Charles Kingsford-Smith took her for a flight in his plane ‘THE SOUTHERN CROSS’. Kingsford-Smith was an Australian pilot who, in 1928, made the first trans-pacific flight from America to Australia.
 

Jean Batten had only one ambition after her first flight and that was to become a pilot. Her father did not approve but in 1930 she persuaded her mother to accompany her to England. They travelled to London where she joined the famous London Aero Club in Stag Lane.

Learning to fly did not come easily and she needed all her strong will to make her first solo flight in 1930.In one incident she crashed having overshot the runway  and hit a fence while flying solo. Her confidence suffered but she persisted in her desire to become a pilot and obtained her Commercial Licence in 1932.

Almost immediately she began to plan a flight from England to Australia.  After two failed attempts, due more to the limitations of her second hand plane than her ability, her third attempt, in May 1934, was successful.

She broke Amy Johnson’s record by four days.

In 1935 she flew Australia to England to become the first woman pilot to do the round trip. In England she purchased a Percival Vega Gull  and then flew from England to Brazil beating James Mollison’s record and becoming the first woman pilot to fly England to South America. On this flight she broke the world record for any type of plane covering the 5000 miles in 61 hours 45 minutes and her 13 hours 15 minutes was the fastest crossing of the South Atlantic Ocean.

Her greatest flight came in 1936 when she achieved her ambition to fly England to New Zealand. Leaving Lympne , an airfield in the south east of England on 5^th October  she arrived in Auckland on 16^th. On the way she became the first person to fly solo direct England – New Zealand, set a new England -Australia record of 5days 21hours and set the world record for a flight Australia – New Zealand.

In 1937 Jean Batten continued her record breaking by flying Australia-

England in 5 days 18 hours 15minutes. She was the first person to hold the  England – Australia, Australia – England records at the same time.

Jean Batten received many honours including the Freedom of the City of London but could not get a flying job in the second world war. During the war she was involved in money raising  activities for the war effort in England.

Once the war was over Jean became  a recluse shunning all publicity. She lived in different places with her mother until her mother died in 1965. Jean made occasional appearances for special occasions and visited New Zealand in 1970. She finally moved to Majorca in 1982 where she died a few weeks later.

Jean Batten is honoured in New Zealand where the Percival Vega Gull

G-ADPR , which she flew on her record breaking flight from England to New Zealand, is on display at Auckland International Airport.

Acknowledgement to Auckland International Airport, Shuttleworth Trust UK & Wikipaedia.

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“PIONEERING LADY PILOTS”

In the early days of flight it was difficult for a lady to become a pilot and break into the male dominated realms of aviation. The ladies were often ignored and had to overcome obstacles of prejudice that did not apply to men. Some of these intrepid, brave and very determined ladies became household names for their daring exploits, others, equally brave and determined, were less well known.

Born Sophie Catherine Theresa Mary Peirce-Evans in Knockaderry, County Limerick, Ireland in 1897 was one of the latter. Life for Sophie started badly when, before her second birthday, her mother was murdered by her father. Her father was found guilty but insane. Sophie went to live at her grandfather’s house in Newcastle West. She was brought up by two spinster aunts. Sophie had a passion for sports but had to battle against the discouragement of her aunts. Her determination to succeed stood her in good stead at this time and later in her life.

Sophie spent her school days in Dublin and, later joined The Royal College of Science in Ireland. She completed her studies with a first class degree in science. She continued with her sports, mainly hockey, and also wrote articles for the student magazine.
During the first world war she spent two years as a dispatch rider and, while in France, Sir John Lavery painted her portrait. By this time she had married and become Mrs Elliot-Lynn only to be widowed a few years later. She became Lady Heath after her second marriage which was to Sir James Heath in 1928.

Sophie moved to England in 1922 and became one of the founders of the Women’s Amateur Athletic Association. She became the first women’s Javelin champion and also set a disputed world high jump record. In 1925 she wrote the book ‘Athletics for Women and Girls’. In the same year she became a delegate to the International Olympic Council and took her first flying lesson to become a pilot.

Sophie qualified for her ‘A’ licence but was prevented from obtaining a Commercial Pilot’s Licence by the International Commission for Air Navigation which had banned women from becoming Commercial Pilots. Sophie had already shown her fighting spirit by being the first woman to make a parachute jump. She fought the ban winning a concession that if she attended a flight school and passed the test she could have the Commercial Licence. This she did and became the first woman to have a Commercial Licence in Great Britain. The ban was rescinded.

After setting altitude records for a small plane and in a Shorts seaplane Lady Heath, as she was now known, planned the flight which made her famous. Cape Town to London. The flight was scheduled to take three weeks but took over three months lasting from January 1928 to May. She became the first pilot to fly an open cockpit plane on that route. Her fame spread and she did many tours in UK and USA meeting the President and his wife. In America she was known as ‘Queen of the Skies’ and ‘Britains Lady Lindy’.

While in the States she became the first woman to take an Air Mechanics licence. In 1929, at the height of her fame, she was badly injured in a crash in America. She returned to Ireland with her third husband, Gar Williams a pilot from the Caribbean. They became involved with private aviation in Ireland training the next generation of pilots.

Lady Heath died destitute when she fell from a tram in 1939. For five years 1926 to 1931 she was the most famous lady pilot of her time.

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“THE CIVIL AVIATION AUTHORITY (UK)”

The Civil Aviation Authority (CAA) is the United Kingdom’s Specialist Aviation Regulating Body.

Usually referred to as the CAA this organisation advises the government on aviation matters and conducts research in the areas of economics and science related to aviation. It represents consumer interests and provides statistical research and specialist services such as accident investigation. The cost of regulation is met by fees collected for the services provided unlike some countries where there is government funding.

The CAA’s stated mission is ‘To provide best practice regulation and expert advice that are independent and enable civil aviation to meet the needs of it’s users and society in a safe and sustainable manner.’

The Civil Aviation Authority’s areas of responsibility include:

• Economic regulation.
• Air Safety.
• Environmental Research such as noise pollution.
• Airspace control and regulation
• Consumer protection.

The Civil Aviation Authority sets aviation standards and monitors them. It manages the main travel protection scheme, including licencing airlines in the UK and managing consumer problems. It regulates airports and airlines and the air traffic services. The requirements of military and civil aviation are brought together to ensure that the UK airspace is used as equitably as possible.

In recent years the Civil Aviation Authority have been very active in working with Europe to integrate the aviation activities of all the members of the European community. The work has encouraged individual countries to recognise and accept common licencing requirements and common rules. Although each country retains national control and can implement local differences. The advent of JOINT AVIATION REGULATION (JAR) was a major step in this direction. The EUROPEAN AVIATION SAFETY AGENCY (EASA) has now superceded JAR as more common understanding has been reached.

In addition to their work for aviation safety the Civil Aviation Authority have been in the forefront of promoting the rights of the disabled. Their commitment to the disabled has seen more and more disabled people able to fly. The CAA has worked tirelessly with various disabled organisations to approve methods that have enabled the disabled to fly aeroplanes. Apart from the disabled being able to fly, the policy of the CAA with employment has also been at the cutting edge of helping the disabled. In a recent statement of intent the Civil Aviation Authority policy was described as below:

The Civil Aviation Authority Disability Equality Scheme

The scheme sets out our commitment to disabled people, our approach to addressing disability and our plans for achieving an accessible organisation for all. In developing this scheme we consulted across the CAA and researched best practice. We are committed to working in an inclusive way by considering the needs of disabled people in all of our activities. In developing this scheme we have considered guidance from the former Disability Rights Commission.

The scheme sets out the framework which the Civil Aviation Authority will use to promote equality for, and prevent discrimination against, disabled people, as our employees, users of our services and as members of the community, subject to the paramount need to maintain a high standard of aviation safety.

The Civil Aviation Authority were also one of the first to implement anonymous reporting by members of the industry. This system brings to the fore concerns by members of the industry that otherwise would never be aired. It has played a major part in achieving the high safety standards in the industry.

Hope you found this article useful. If you want to become a pilot in the shortest possible time and with the least cost, then watch the free video on How To Become A Pilot on a budget.

“Pilot Training”

Pilot Training in the services

Service flying starts with learning to be an Officer or NCO (Non-Commissioned Officer). This involves a period of some four months (it varies depending on the service chosen) learning about parades, marching, getting super fit, service studies such as RAF history, and leadership training. At the end of this period in the RAF elementary flying training is usually done on Grob light aircraft.

This training is carried out at one of three stations. RAF Cranwell being one. Successful trainees then progress to Basic Fast Jet training on Tucanos and for some a further move to Advanced Fast Jet training flying the Hawk. Pilots not chosen for advanced Fast Jet training go to T67 which is a step to flying multi-engine Aeroplanes. This is currently the Beech King Air. Other selections are for rotary wing training leading to flying the Chinook and other helicopters. Once all basic and advanced courses are completed

Pilots go to an operational training unit to convert to specific types of aircraft such as the Hercules and others.

On completion of operational training the pilot is posted to the appropriate squadron and then moves around with that squadron. Tours with a particular squadron usually last 2/3 years. After that period other opportunities become available such as Instructor courses, further training courses leading to promotion, Test pilot courses and many others.

Civilian Pilot Training

Several routes are available for the training of civilian pilots. The first decision to be made is what sort of pilot do you want to be? Unlike the military where everyone is trained the same way and, all are professionals. Civilians are able to make many alternative choices. The basic areas are:

1. Flying as a hobby
2. Flying without pay on aerial work such as towing gliders ,dropping parachutists or assistant pilot on a single crew aircraft.
3. Instructing at a club or flying school.
4. Balloon or airship flying.
5. Commercial flying on small aircraft such as Piper Seneca.
6. Regional airline flying
7. Airline transport flying on short or long haul flights.
8. Private or personal pilot ( Some rich people employ their own pilot)
9. Paid gliding instructor
10. Simulator instructor.

Once the individual has selected the area he wishes to work in he will, in most cases join a club with a view to flying power aircraft. The training will follow the standard pattern laid down by the appropriate authority. Ground, or theory ,training will take place at the discretion of the Chief Flying Instructor. At PPL level this is commonly left to the individual to study at his leisure receiving guidance when needed.

The flying training follows a very definite set pattern. The instructor will introduce the student to the aircraft and show the student the controls and how to check the aircraft prior to take off . He will also be taught the emergencies, the whereabouts of safety equipment and the procedure for handing control from one person to the other. A lecture on the rules and regulations of the airfield with a possible visit to air traffic control and the student will be ready for his first flight. A pre-flight briefing will then take place and weather permitting the flight will follow. All this may take place over more than one day. Once the first flight has taken place the pattern of training will be pre-flight briefing ,flight, after flight debriefing.

The civilian has the advantage of being able to fly at his own time and place. He is also free to change either the instructor or the club. The service trainee on the other does not have this freedom.

“How Do You Get A Pilots Licence To Fly An Aircraft?”

This question poses another ‘What Plane?’ is being referred to? To fly a glider and obtain a glider pilots licence you need to join a gliding club or attend a gliding school. There are no set hours to be flown and the licence is available after sufficient experience and passing some flying tests.

Balloons and hang gliders are not normally referred to as planes. However, Touring motor gliders (TMG) do require a pilots licence. Two main routes are available, a gliding club that operates with both types of gliders or some flying clubs. Alternatively one can obtain the licence by qualifying for a National Pilots Licence at an ordinary flying club then doing a conversion to the TMG.

National Private Pilots Licence

The National Pilots Licence is obtained by flying a minimum total of 30 hours which includes passing the theory examinations and the flight test. This is done at the local flying club. The Private Pilots Licence is then an extension of experience requiring a minimum of 45 hours total flying experience. Limitations apply to these licences. The National Pilots Licence carries the privileges for UK only and is further limited to the carriage of only one passenger.

Private Pilots Licence (PPL)

The Private Pilots Licence carries the privileges of flying across borders and a maximum of 3 passengers. The Private Pilots Licence also allows the holder to fly as pilot assistant but, unpaid.

A note of warning. From June of 2009 the European Aviation Safety Agency became the new regulatory body for Europe. National bodies such as the UK CAA (Civil Aviation Authority) will act on behalf of EASA but licencing requirements may change.

Commercial Pilots Licence (CPL)

Commercial Pilots Licence is commonly referred to as the CPL. This licence is the minimum required by anyone who wishes to be paid for flying as a pilot. There are two main routes to obtain a commercial pilots licence. The integrated route and the modular route. The integrated route is a full time residential course lasting between 24 to 36 months and the modular route is a form of stages taken at intervals to suit the individual. The integrated route gives you a Commercial Pilots Licence with a frozen Air Transport Pilots Licence and Multi-crew Co-operation Licence.

Air Transport Pilots Licence (ATPL)

This enables the holder to act as first officer on an airline on a specific airplane. In order to become a caption with an airline, an Air Transport Pilots Licence is a must. Once the holder has acquired 1500 command hours he can apply for the full ATPL. The modular route is for those who for personal reasons cannot spend the time or money for the integrated course.

Hope you found this article useful. If you want to become a pilot in the shortest possible time and with the least cost, then watch the FREE video on How To Become A Pilot On A Budget.

“THE PILOT CAREER”

Becoming a pilot is a childhood dream of many children, which some times even carried to adulthood. However, very few people actually pursue a pilot career. The main reason for this the cost of becoming a pilot.

Those who are lucky enough would get selected to a military pilot career or one of the very few civilian sponsored programs with an airline. Others have to find the money to train as pilot and get the necessary licences to pursue a commercial pilot career.

Military Pilot Career

The military has been the traditional starting point for many seeking the pilot career. In the past this was brought about by the need for national military service. The military is also the place to fly the fast exciting aircraft that challenge the pilot at the highest level. There are three main choices Army, Navy and Fleet Air Arm or The Royal Air Force. Entry to all three services is now very competitive.

The Royal Air Force is the primary service for Air Power and is the main force for air defence, attack and air support. Only officers are trained for the pilot career in the RAF and RN but a pilot career is available to officers and non-commissioned officers in the Army.

Entry requirements are as follows:

Navy
Age 17. minimum 2 A level /AH grades or 3 H grades and 3 GCSE/S grades must include English language and maths. Alternative qualifications will be considered.

Army
Age 17yrs 9months .The majority of army officers are graduates but the minimum requirements are 5GCSE /S grades, 2Alevels or 3 H grades. with English language maths and a standard grade science subject or a foreign language.

RAF
Age 17. Almost 50% will have a degree. The minimum is 5GCSE/SCE and 2 A levels, or 3 Highers or equivalent to include English language and Maths.

The Commercial Pilot Career

In order to earn money as a pilot you need to obtain at least a COMMERCIAL PILOT LICENCE.

The pilot career includes a variety of occupations from airline flying to crop dusting. The training can take up to two years. You need excellent spatial awareness allowing you to interpret maps and three dimensional displays and good mathematical skills. Once you have obtained the minimum licence you can work as a co -pilot or first officer or you can add an instructor rating and teach to earn a living.

Alternatives are glider towing, crop spraying, and other jobs to broaden your experience.

Most people seeking the pilot career will be looking toward the airlines for employment. To achieve this it is best to train on an Integrated Course as this is the more favoured route by the airlines as they know the standard of training is consistent. To fly Multi-crew aircraft you must complete the Multi-crew Co-operation course which is included in the integrated course system although it can be taken separately.

Entry requirements. Age 18, Class 1 medical. A degree is a considerable advantage but not essential. English language and maths are necessary for the pilot career. It is also advisable to take an aptitude test of suitability before spending a lot of money on training.

Pilot Careers With Different Licences

We now look at the different pailot career options avaialble for different types of licences.

Pilot Career with PPL

Basically flying for fun and gaining experience on the way to commercial licences if desired. Limited to three passengers and a maximum weight 2000kgs. A large variety of aircraft are available.

Pilot Career with PPL and Instrument Rating

The holder cannot work for reward but can use the airways and carry out beacon approaches to airfields. Not all airfields are available as some such as Heathrow and Gatwick have strict limits. The holder can fly as an unpaid pilot assistant.
The holder can also fly any aircraft that his rating allows but is limited to 2000kg and a maximum of three passengers.

Pilot Career with PPL and Instructor Rating

The holder can teach on aircraft for which he is rated provided he has the required level of experience on the type. The holder must be a member of the same organisation as the student. Can only be paid if teaching for a licence such as NPPL or the leisure licence shortly to be available. Most of the aircraft in this field are the Piper or Cessna single engine aircraft.

Pilot Career with CPL only

This is the basic licence that is required to enable the holder to receive payment. The holder can fly twin engined aircraft as captain operating as single pilot crew. They can carry passengers and fly with a pilot assistant. Aircraft types are Piper Seneca, Chieftain, Cessna 310, Beech Barons and similar types. This area of work has limited opportunities and strong competition. Many pilots seek to build their experience in this field. The holder cannot fly in airways and must have the appropriate type ratings. Weather limitations limit the holder’s flexibility and thus the work available. Work is charter flying, crop spraying and bush pilot

Pilot Career with CPL and Instrument Rating

The holder can operate as for CPL, and can fly in the Airways. Opportunities for work are greater as weather limitations are less restrictive. The holder is able to operate when weather deteriorates and is more likely to obtain work on aircraft such as ATR and similar. Employment on regional airlines may be available. The Piper and Cessna range of aircraft remain the most common in use for general aviation. The holder will qualify for an ATPL with the required amount of experience. It is important to have the Multicrew Co-operation Licence as soon as possible if not already held. If the holder has completed the Integrated route of training then he will be able to fly as first officer on Multi-crew Aircraft which can include Boeing 747 and the Airbus family.

Pilot Career with CPL and Instructor Rating

The holder can teach on aircraft as above without belonging to the same organisation. The holder can be remunerated.

Pilot Career with ATPL

The holder can operate as captain on Multi-crew Aircraft. The holder can fly in command or first officer on any aircraft for which he holds the rating such as Boeing 747, Airbus family and any other types.

Airline Training Captains

Usually these are very experienced pilots who do not need instructor ratings. They can only teach for the airline they work for unless they have an instructor rating.

If you are considering a pilot career, then, you may want to consider joining the pilots in training club today.

“Flying Experience of a Commercial Pilot”

Lot of people have asked me about the flying experience of a commercial pilot. So I thout of writing an article on flying experience. Usually, the Captain arrives at least one hour before the flight’s scheduled take off and meets his crew.

Then, with the first officer, he checks the mail, reads the latest company instructions and checks all the applicable operation notices. Operation notices contain information on such things as war zones, Royal flights, new danger areas etc.

The pilots then check the pre-prepared flight plan which shows the routes and heights to be flown.

The plan will also show the fuel required and it is essential that this is checked as it can be annoying to run short of fuel in the air. Many accidents have occurred in the past due to errors between litres,gallons and American gallons.

The next check is the weather and the meteorological report usually takes a little time to study and the pilots will discuss the implications of the en route and landing weather forecast. The weather forecast can also affect the decision on the amount of fuel required as strong headwinds will mean additional fuel.

Taking all factors into account the pilots will consider diversion airfields which may be required. Note the preparation is necessarily thorough and this aspect of flying is essential at all phases of training and throughout a flying career.

The final factors to be considered are the Air Traffic Control. It is necessary to consider the possible ATC requirements which may mean having to fly at a height different from the one planned and this of course can affect the fuel requirement. Then the loading sheet, which carries all the cargo and passenger details ( sometimes called The Manifest).is checked to ensure the aircraft does not exceed it’s all up weight and balance limits.

Finally with the paperwork all correct the pilots go to the aircraft. The pilots then carry out a walk round of the aircraft using a check list and ensuring all is ok. They look for any unexplained or unusual change from the norm such as oil leaks and damage.

The Captain then briefs the cabin crew and the pilots supervise the loading and fuelling. Once they are satisfied the passengers are then put on board.

The pilots then follow their checklists and ensure all the equipment is serviceable and the computers are correctly programmed before asking ATC for their slot and taxi permission.

Once cleared the aircraft is taxied to the runway and, with all checks completed, and clearance to take off obtained the pilots taxy onto the runway and commence the take off run. Throughout the take-off and climb to the operational height the pilot has to concentrate on many aspects. Height, speeds and track must all be closely monitored along with radio contact and ATC instructions. The cabin crew also need to be kept aware of progress. This phase of flight is one requiring close crew co-operation. Once in level flight the work load eases and the pilots can relax a little but they still need to maintain alertness for changes in the route or weather conditions. Weather turbulence means the passengers must wear their safety belts and cabin crew need to be informed throughout the flight of any problems.

At altitude the pilots task is to monitor the equipment and the progress of the flight keeping regular contact with ATC. As the destination approaches the work load again increases. Once the aircraft starts to descend it will demand the full attention of the pilots. The descent will take the plane into more crowded airspace and require constant vigilance. At the same time the equipment must be more carefully monitored. The pilots must decide which type of approach they will use and this will depend upon the weather at the destination and on the aircraft type. Some aircraft have an auto-land facility and some do not. Once again the check list is brought into operation and every item is checked including the radio selections and the height below which the pilot cannot descend unless he can see the runway. This height is determined by three major factors, the experience of the pilot, the equipment carried by the aircraft and the airfield approach limitations.

Once on the ground the aircraft is taxied to a stand and parked but the pilot does not finish there .The flight must be fully recorded and any technical faults reported in the technical log and finally in the pilot’s personal log book. The pilot then checks his mail and any notices before signing off and going home.

“LEARN TO FLY”

I am frequently asked a lot of questions about how to get started if someone wants to learn to fly. It is not possible to answer all the questions I get asked in this short article so I am going to deal with learn to fly in the United Kingdom briefly.
Both men and women can learn to fly in the UK and my comments should be interpreted as relating to both.

 How much does it cost to learn to fly?

 
Currently an average Private Pilots Licence will cost £5/6000. This sum may appear daunting but spread over say two years it can be afforded if the person that want to learn to fly is determined. Anytime one has to struggle for success the sweeter is the satisfaction when you finally make it.

 
If you want to learn to fly, you need to understand that it is not an easy option but if you  are determined and dedicated, it can be done. The above refers to obtaining a power aircraft licence that includes the privileges of carrying passengers and crossing country borders. However, cheaper routes are available.

 
UK has a National Private Pilot Licence, which requires less training and experience and is, therefore, a cheaper route to learn to fly. This licence restricts flying to the UK only and has more limits on weather and distance that the pilot is allowed to go. The licence can be upgraded with additional experience. Licences are changing with the change over to the European Aviation Safety Agency who have now become the new regulatory body. The Civil Aviation Authority will act on their behalf in the UK. As a result there will shortly be new leisure licences available, which will make getting a licence to fly even more affordable as this license will require even less experience than the National Licence.

 
Other alternative routes are Gliding , Hang Gliding and touring Motor Gliders.

 
Do I need a degree?

A degree is not necessary to learn to fly. If you wish to be a professional pilot then a degree is a big advantage. Especially, if you plan to join an airline this will really help. All pilots have to study the main subjects of  Air law, Meteorology, Principles of Flight, Radio Communication, Navigation, Aircraft General, and Human Performance. These subjects are examined at different levels according to the licence requirements.

 Do I need to learn how to parachute?

Parachuting is not required if you want to fly. For those desiring a flying career in the military, then it is necessary and is provided as part of the training in the particular service.

 Can I learn abroad?

Yes, you can learn to fly in several countries and obtain a UK licence. (Spain, USA are two well known ones.)

Some points to consider are:

• The cost savings when you learn to fly are often offset by the cost of transport, accommodation and the additional weather related training required by clubs on return to UK.
• Selection of a school abroad – try to find someone who has been there
• Do not pay too much up-front  (also applies in UK)
• Make sure the instructor speaks GOOD English

I hope this article is of interest to those who want to learn to fly. It is a wonderful career but hard work as well as fun.