FAA - European Pilot Information Center.
TRAINING TIPS ~ FROM AOPA
Question: What is CFIT?
A: CFIT, which stands for controlled flight into terrain, is defined by the FAA as an airworthy aircraft that is under the control of a qualified pilot and is flown into terrain, like water or obstacles, with inadequate awareness on the part of the pilot of the impending collision. From 1995 to 2004, there were 267 fatal accidents as a result of CFIT in night VFR conditions, emphasizing the importance of situational awareness. One way a pilot can help reduce the risk of CFIT is by having a terrain avoidance plan [download ( http://download.aopa.org/epilot/2006/tap.pdf )]. For
additional information, review Advisory Circular 61-134 [download ( http://download.aopa.org/epilot/2006/ac61-134.pdf )]. Also, review information provided by the Air Safety Foundation
( http://www.aopa.org/asf/safety_topics.html#cfit ).
NIGHTS AND LIGHTS
The April 21, 2006, Training Tips ( http://www.aopa.org/members/files/pilot/epilot/ft/2006/060421epilot.html
) focused on the skills and thrills associated with learning how to fly
and navigate cross-country at night. When doing your preflight research
on the
airports you will visit on night training flights, make careful note of their lighting systems and how to use them.
A
small nontowered airport may have only modest lighting facilities
consisting of a rotating beacon and pilot-controlled runway lights.
Many smaller airports do not have taxiways, which are usually
illuminated by blue edge lights, so be sure to know the layout of
runways, intersections, and ramp areas for your ground operations.
There may be an illuminated wind sock, and perhaps an approach lighting
system such as a visual approach slope indicator (VASI) on one or more
runways. See the June 13, 2003, Training Tips on "Glidepath Guidance" (
http://www.aopa.org/members/files/pilot/epilot/ft/2003/030613epilot.html ).
There
may also be the very helpful REIL (runway end identifier lights)
system. Remember that not all runways may be lighted. The magnetic
bearing of illuminated runways can help you to spot the airport from a
distance after you activate the lights. A backup radio is even more
important equipment at night because a radio may be your only means of
activating airport lighting. See the June 20, 2003, Training Tips ( http://www.aopa.org/members/files/pilot/epilot/ft/2003/030620epilot.html ).
By
contrast, a tower-controlled airport or a nontowered airport with
instrument approaches can have an impressive array of lighting systems.
At larger airports these may include such amenities as runway
centerline lights, taxiway lead-off lights, illuminated taxiway
markings--the works! See Chapter 2, Section 1 of the "Aeronautical
Information Manual" on airport lighting aids for descriptions and
illustrations of systems ( http://www.aopa.org/members/files/aim/chapter_2.html#section_1
). While on the subject of lighting systems of importance to night
flying, be sure to give the AIM discussion of aviation obstruction
lighting a review, then look over the elevation and lighting features
of all such hazards along your route. Check notams--it's not uncommon
for some obstruction lights to be temporarily out of service or for new
obstructions to appear after the publication of aeronautical charts.
And
now that spring has sprung, hours of daylight are increasing, so don't
overlook the need to get your required night flying done while it is
still possible to coordinate schedules for student, instructor, and
aircraft.
ENDORSEMENTS: A WAY TO EXPAND YOUR PILOTING SKILLS
Transitioning to a high-performance or complex aircraft is one way to increase your skills as a pilot and add new makes and models of aircraft mastered to your logbook. Making the transition also can open up new doors: A host of destinations that you never would have considered before now seem tangible. Check out AOPA's subject report on transitioning to high-performance and complex aircraft ( http://www.aopa.org/members/files/topics/transitioning.html ). It includes articles on what it takes to move up and a chart with examples of aircraft that require a high-performance or complex endorsement.
General Information for candidate pilots (From FAA)
Age
FAA Regulations require an applicant for a pilots
license be at least 17 years of age to hold a Private Pilot Certificate, at
least 18 years of age for the Commercial and Instructor Certificates, and at
least 23 years of age for the Airline Transport Pilot Certificate.
Health
All applicants must pass an aviation medical examination
before training starts. Applicants training for a Private Pilot Certificate
only, will need an FAA 3rd class Medical. Applicants enrolling in
the Commercial Pilot course or any of the Professional Pilot courses will need
an FAA 1st class medical. If there is any doubt as to your ability
to pass an FAA medical exam we recommend that you visit your local doctor for a
general physical examination prior to making any committment to enroll.
Education
All applicants must have a high school diploma or its equivalent. FAA
Regulations require that an applicant be able to fluently read, write, speak,
and understand the English language. International students for whom English is
not their native language are required to provide documentation as to their
English language proficiency.
What is the difference between Part 141 training and Part 61 training?
Part
141 or Part 61 refers to FAA flight training regulations. If a school
has been inspected by the FAA and meets certain requirements they can
be authorized to provide training under Part 141. If not, then training
can only be conducted under Part 61. Notwithstanding the training
system you choose, your license will be the same. One advantage of Part
141 training is that a license can be issued in fewer hours. For
example, Private Pilot Part 141 training requies a minimum of 35 hours
training whereas under Part 61 the minimum time increases to 40 hours.
Student Visa
International students must be in possession of a student visa (either the F1, M1 or J1) at the time of entry into the US. Voyager Aviation is authorized by the Department of Homeland Security (DHS) to enroll international students under the M1 visa program. This program provides both a flexible time frame to complete your training and an opportunity to obtain a temporary related work permit. We are required to obtain certain information about the student including the ability to pay for training and living expenses before we can issue a completed visa application form called the "I-20". This form must be included in the package of documents required by US Embassy's to process the visa and must also be presented together with your passport and visa stamp to an Immigration Officer on arrival in the United States. The visa application process begins with submission of our on-line enrollment form.
TSA Requirements
The Transport Safety Administration -> TSA call either for -> proof of US citizenship (passport or birth certificate) or need you to go through a -> background check procedure, in case you are a Green card holder or non US citizen. However, this is only needed if you are enrolling for a major pilot training course. The TSA rule initially defined flight training as instruction received from a flight school in an aircraft or aircraft simulator that a candidate could use toward a new airman certificate or type rating. On January 5, 2005, TSA clarified the definition to include only three types of training that substantially enhance piloting skills. The first is training that a candidate could use toward a recreational, sport, or private pilot certificate because such training provides a candidate with basic piloting skills. The second is training that a candidate could use toward a multiengine rating because such training provides a pilot access to larger, faster aircraft. The third is training that a candidate could use toward an instrument rating because such training enhances a pilot's abilities to pilot an aircraft in bad weather and enables a pilot to better understand the instruments and physiological experiences of flying without reference to visual cues outside the aircraft. Recurrent training, such as flight reviews, checkouts and instrument proficiency checks, are exempt from the rule, as well as instructor training add-ons and of course aircraft rentals.
International students
If you are holding a foreign license and want to validate it for a US license you need to go through an -> application procedure which might take as long as 3 months. If you plan to do that, start early enough that the paperwork is ready before you enter the US.
The TSA background check (application, online registration, fingerprints etc) is being done at our facility. If you wish to speed up the application process you might start the first steps already from your home country.
For major flight training as defined above, one of the following immigration status needs to be met: Green Card, M1, F1 or H1. Since we are a part 61 school we are unable to issue an I-20 for visa purposes. Contact us if you need to assess your options or if you are in doubt about your immigration status in relation to your intended flying activity.
If you hold a license and/or rating not issued by the Federal Aviation Administration (FAA), we strongly recommend you have the aviation authority of the country that issued your license officially translate it into English before coming here. Please let us know as soon as possible if you have a non-FAA license, and we will fax/e-mail you FAA forms to convert your license before arrival.
