For many, aviation promises high-paying potential. While some traditional four-year colleges do offer training in aviation, many seek it from third-party companies and organizations that offer schooling for less time, less money, or both.

Here are some of the lucrative opportunities in the aviation industry that do not require a traditional degree:

Pilot

Especially since the post-pandemic travel rebound, airlines across the U.S. have dropped their requirement that pilots have college degrees. While some still list that a college education is preferred, pilots are in such high demand that airlines cannot afford to select only those applicants.

This has caused a spike in pilots starting their flight training with schools straight out of high school community college, or another career, as the removal of the higher education barrier represents a significant shift in how airlines preselect their pilots.

To be fair, many colleges and universities still prioritize pilot training as a part of their curriculums. However, these programs are far from the only opportunities to launch a flying career.

Ab initio flight schools, especially those with specialized career programs, have jumped at the opportunity to recruit a wider range of students and instructors, equally ensuring a steady flow of potential flight instructors to ensure proper long-term staffing.

Flight Attendant

Like pilots, flight attendants are often not required to have high school diplomas. A major benefit of becoming a flight attendant is receiving the same ability to travel for work without the same significant up-front investment required for pilots.

Flight attendants, instead of a college degree, are often asked to have experience working in customer service or hospitality careers. This might be an easy requirement for applicants who already have experience in restaurants, country clubs, shops, or even hotels—all common employment opportunities for young students and those just out of school.

Airlines often pay high premiums for applicants with special skills, such as the ability to speak languages besides English (or the native language of the airline’s home country). This allows an airline to fully staff international flights to a wider variety of countries while still providing high quality customer service.

While a college degree is certainly not required to become fluent in another language, and many speak such a language at home, there are those who still become fluent in a new tongue through formal education programs such as high school, college, or a program sponsored by an educational institution.

A&P Mechanic

Of all the other jobs on this list, an A&P mechanic might find the least benefit from a college degree.

Instead of formal education, mechanics instead must complete a training program on how to be a mechanic or finish a certain amount of practical on-the-job training. Mechanics may then go on to work for flight schools, charter companies, or even airlines depending on their level of experience.

Like with pilots, some formal educational institutions, particularly community colleges and aviation-specific universities, do offer degrees in becoming an aviation mechanic. However, many find it easiest to go through an independent curriculum or company training to become a mechanic.

Aircraft Dispatcher

Aviation dispatchers are perhaps the least-visible and least-appreciated members of the aviation community.

Dispatchers are responsible for ensuring the safe completion of flights from pushback to parking. They assist pilots with flight planning, check the weather, follow aircraft midflght to make necessary route changes, and complete administrative tasks such as briefing flight crews and preparing aircraft schedules.

Like mechanics, dispatchers must complete practical on-the-job training in preparation for written, oral, and practical tests. While many airlines prefer candidates with degrees in meteorology, air transportation, or the sciences, other types of experience from across the aviation industry can be just as valuable for hopeful aircraft dispatchers.

Becoming a dispatcher can be especially attractive for those who want to work closely with flight crews without actually flying for an airline. Being a dispatcher often ensures a more stable lifestyle with a consistent home life, as opposed to being on the road multiple times per month.

Ramp Agent

Becoming a ramp agent may be among the coolest aviation jobs out there.

Workers get close-up, hands-on experiences moving, loading, and unloading airplanes. Aircraft fuelers, meanwhile, work similar jobs by selling fuel to major airlines, charter companies, and private aircraft owners.

Many ramp agents work for major airlines in big hubs or for contractors at smaller outstations. Other agents work for FBOs, parking, fueling, and dispatching private jets transiting to and from far-off destinations. This provides the opportunity to work on a variety of aircraft types depending on where, and for which airline, a ramp agent or pilot works.

Ramp agents often see significant growth in the aviation industry. Working the ramp can be a launching point into a career as a pilot or dispatcher and is a great way to earn money while gaining experience handling and moving aircraft, meeting with flight crew, and learning the ins and outs of the aviation industry.

A college education is becoming less important for those interested in a career in aviation. From a basic ramp worker to an airline captain, people without formal postsecondary educations have a number of options and opportunities for advancement.

Even without a college degree, it is still possible to have a fruitful, vibrant career in aviation.

The post Aviation Jobs That Don’t Require a College Degree appeared first on FLYING Magazine.

This year’s scholarship class includes dedicated individuals from various regions, each pursuing different aspects of the aviation field—Lei Huot, Joel Mink, Justin Hernandez, Katrina Kienitz, Bailey Pollard, and Kyle Keyser. The scholarships are intended to support areas of aviation education such as primary training or obtaining advanced pilot ratings, aviation technician training, or continuing education.

The recipients also bring diverse aspirations to the aviation field. Pollard, for example, aims to inspire the next generation of women in aviation by obtaining her instrument rating and commercial certificate. 

“It is truly an honor to be awarded the Sheltair and Avfuel: Future Takes Flight Scholarship,” said Pollard in a press release. “Receiving this scholarship will allow me to continue and complete my instrument rating after putting it on hold for a few years …This opportunity is putting me one step closer to having my dream become a reality.”

Keyser is pursuing a career in aerial firefighting, with a strong desire to support those working on the ground. Huot is pursuing a degree in aviation maintenance science and seeks to work on jet aircraft, potentially maintaining military aircraft, as her grandfather did. Mink’s passion for aviation has driven him to earn FAA airframe and powerplant certifications, with the ultimate goal of becoming an aviation maintenance technician. Hernandez’s scholarship will support his aviation studies as he aspires to become a professional pilot.

This scholarship program not only provides financial assistance but also encourages and supports individuals to achieve their career goals and make valuable contributions to the aviation industry. With their diverse backgrounds and career aspirations, these recipients represent the future of business aviation.

In its second year, the Sheltair and Avfuel: Future Takes Flight Scholarship program plays a crucial role in helping aspiring aviators pursue their dreams and achieve excellence in their chosen fields. Applicants interested in the next round of scholarships will have the opportunity to apply beginning in December, with a June 1 deadline. The selection process for the 2024 scholarship recipients will involve evaluating essay submissions and giving special consideration to applicants facing financial hardship. The winners of the next scholarship class will be announced at the NBAA’s Business Aviation Convention & Exhibition in 2024.

The post Sheltair, Avfuel Award $30K in Scholarships appeared first on FLYING Magazine.

Rotor X Aircraft, a 50-year-old manufacturer that primarily produces two-seat experimental kit helicopters, announced it will soon begin piloted flight testing of its preproduction Dragon: an ultralight, build-it-yourself, electric vertical takeoff and landing (eVTOL) design that can be flown without a certificate in the U.S.

The Chandler, Arizona-based company on Thursday shared a video of Dragon’s final unmanned flight tests, which took place earlier in the month. The preproduction prototype, unveiled to the public at EAA AirVenture in July, can be seen taking off, hovering, and cruising at low altitude over the Arizona desert. Not pictured are a ballistic chute and safety cage that will be included on the final production model.

According to Rotor X, these flights cleared the way for crewed testing to begin in early September. After that, the company plans to begin mass producing Dragon in March—if all goes well. Customers can pay a deposit of $19,500 to add their name to the preorder list. Deliveries are expected to begin next spring, and the full price of just under $90,000 will be due once they arrive.

Too Good to be True?

There are a few aircraft designs out there today that can be flown without a pilot certificate, such as the Aerolite 103, Quicksilver MX 103, or Phantom X1. But none have eVTOL capabilities. 

So far, the FAA has struggled to chart the path for training and certifying eVTOL pilots. With Dragon, those prospective aviators may not need to worry about that portion of federal rulemaking, at least.

For more than 50 years, Rotor X has produced low-cost, lightweight experimental helicopter kits. Its flagship product is the Phoenix A600 Turbo, launched after the 2021 acquisition of helicopter manufacturer RotorWay, with varying levels of success. But in December the firm made its entry into eVTOL with the reveal of Dragon and the opening of preorders.

The design has some of its roots in military technology, having been borne out of an agreement with AFWERX, the innovation arm of the U.S. Air Force. The contract was owned by defense aircraft manufacturer Advanced Tactics, which was enlisted to build an inexpensive, high-performance, multirotor aircraft for the military.

The company soon realized the design’s commercial potential and partnered with Rotor X in 2021. Leveraging its expertise in military engineering concepts, it has provided personnel and funding to help Rotor X develop and eventually sell Dragon.

With an empty weight below 254 pounds, Dragon qualifies as a Part 103 ultralight aircraft. That means it can be flown without a pilot certificate, but users will still need to follow ultralight regulations. Rotor X will teach customers to fly the aircraft and familiarize them with operational rules at training locations nationwide, including in California, Arizona, and Texas.

The one-seat, all-electric personal air vehicle, or PAV, as Rotor X refers to it, can carry a single passenger weighing up to 250 pounds. It can fly as long as 20 minutes at around 63 mph (54 knots) and recharges in under two hours. The power system relies on swappable, independent battery packs—controlled by redundant flight controllers—which can extend flight time.

Safety features include energy-absorbing helicopter landing gear, a ballistic parachute, a safety cage, and eight redundant independent motors with enough power to keep Dragon in flight even if two of them fail. Its power system, which includes coaxial propellers, can hover or navigate safely to the ground in the event of a battery, electrical, or motor failure.

Dragon is also equipped with automatic takeoff, landing, and hover maneuvers, and can switch from cruise to hover without pressing a button. Its fly-by-wire configuration uses simplified flight controls in the form of a three-axis joystick.

In action, Dragon is about 8 by 6.5 by 6.5 feet in size. But the aircraft can fold to fit in the bed of a pickup truck.

Rotor X bills Dragon as a “quick-build kit,” which it claims—incredibly—can be assembled over a weekend. Customers can place deposits on the Dragon product page—after the first 100 preorders, the final price will rise from $89,500 to $99,000.

Given the novelty of the design, safety will certainly be a concern for pilots. It’s unclear how high Dragon will fly, but even an impact following a power or other failure from even a low altitude could end in disaster for the occupant. And with little knowledge required to operate it, inexperienced pilots and unfamiliar aircraft are likely to create a nasty cocktail.

Perhaps counterintuitively, ultralight aircraft appear to have a lower accident rate than general aviation aircraft, according to some reports. However, ultralight aircraft do not fly as fast or as high, nor are they exposed to weather in the same way as more capable aircraft. And, a significant portion of those accidents involved pilots with few flight hours, which figure to make up the majority of Dragon flyers. Homebuilt aircraft, meanwhile, have relatively similar accident rates to GA aircraft overall.

In the future, Rotor X is looking to develop a two-seat Dragon variant to be used in pilot training. Additionally, it and Advanced Tactics have shared designs for Barracuda, a high-speed VTOL (HSVTOL) for military and commercial applications that is expected to fly three times faster and four times farther than the HH-60 Pave Hawk currently used by the Air Force.

The partners also revealed a passenger eVTOL concept called RX eTransporter. That design would carry up to six passengers and two pilots and fly up to 230 miles (200 nm) at 140 mph (121 knots).

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The post One-Seat eVTOL Needs No Certificate to Fly—and It’s Ready for Piloted Tests appeared first on FLYING Magazine.

To be clear, you don’t need FAA approval to fly a drone recreationally, so long as you stick to the agency’s guidelines for recreational fliers and community-based organizations. But to start a career as a commercial drone pilot, you’ll need to check a few boxes first.

Luckily, the process is fairly straightforward. According to the FAA, some 4,500 people apply for Part 107 certification each month, and only about 0.7 percent are rejected. Still, there are a few things you need to know before diving into the certification process—and a few to keep in mind after.

You’ll find all of them and more in FLYING’s drone pilot certification guide. Read on to learn how you can launch your career as a drone operator in just a few weeks.

What Can You Do With a Drone License?

A drone license, also known as a Remote Pilot Certificate, allows you to operate drones commercially. This certification, issued by the FAA, allows you to use a drone for profit. With the rise of drone technology, licensed pilots are in high demand. While the list of applications for drone technology is extensive, here are several you may find interesting as a new drone operator.

• Aerial Photography and Videography: Capture stunning aerial images and videos for events, real estate listings, and marketing materials.
• Precision Agricultural: Drones can be used to survey crops, monitor plant health, and manage agricultural resources more efficiently.
• Construction Site Mapping: Create detailed maps and 3D models of construction sites to improve project planning and monitoring.
• Infrastructure Inspection: Inspect bridges, power lines, and other critical infrastructure safely and efficiently, reducing the need for dangerous manual inspections.
• Search and Rescue Operations: Assist in locating missing persons or animals, delivering supplies, and providing real-time situational awareness during emergencies.
• Environmental Monitoring: Conduct wildlife surveys, track environmental changes, and monitor conservation areas.
• Surveying and Mapping: Perform land surveys and create accurate maps for urban planning, property development, and resource management.
• Film and Television Production: Contribute to the production of films, TV shows, and commercials by providing unique aerial shots and perspectives.
• Security and Surveillance: Support security operations by providing aerial surveillance for large events, industrial sites, and private properties.

Start Your Application

The bogeyman of Part 107 remote pilot certification is the airman knowledge test, a set of 60 questions that assess the applicant’s knowledge of drone regulations, requirements, safety protocols, approved operations, and more. Before diving into it, though, there are a few things you’ll need to do.

If you’re a current Part 61 pilot certificate holder, skip ahead now to the “For Part 61 Holders” section—your path is simpler than it would be for a completely new applicant.

Drone License Requirements

To start your application and take the knowledge test to become a drone pilot, you must be 16 years old. The FAA lists three additional eligibility requirements.

• Be able to read, speak, write, and understand English.
• Be in a physical and mental condition to safely fly a drone.
• Pass the initial aeronautical knowledge exam: “Unmanned Aircraft General – Small (UAG)”.

If that sounds like you, good news: with a passing test score you’ll earn a remote pilot certification in just a few weeks.

FAA Registration 

Next, you’ll need to create a profile on the FAA’s Integrated Airman Certification and Rating Application (IACRA) to obtain an FAA tracking number (FTN). If you’ve previously been issued an airman certificate, you already have an FTN—just log in or register for an IACRA account and enter your certificate number to find it.

If you haven’t, simply register for an account with some basic personal information (name, date of birth, etc.) and a username and password, and IACRA will assign an FTN in seconds.

Once you have it, you’re ready to schedule your knowledge test. To do so, register with the FAA’s testing vendor PSI Services via this portal, which will ask for your FTN and other basic information. Then you’ll need to apply for the “Unmanned Aircraft General—Small (UAG)” exam and select a nearby testing center.

Finally, the site will take you through payment—typically around $175 per appointment—and allow you to schedule the test several weeks in advance (some centers may also allow cancellations).

Now, it’s time to…

Prepare for the Knowledge Test

While it may seem daunting, you can easily pass the exam as long as you study. You only need a score of 70 percent or higher to pass. Students who use online courses and additional study materials typically have a 99 percent chance of passing.

As for the material itself, here are the subject areas you should familiarize yourself with:

• Regulations for small UAS rating privileges, limitations, and flight operations.
• Airspace classification, operating requirements, and flight restrictions.
• Weather sources and the impact of weather on small UAS.
• Loading and performance.
• Operations such as emergency procedures, crew resource management, and maintenance.

If you’re feeling overwhelmed by all that information, don’t be—there are study materials out there to help you. Online classes in particular usually offer graded quizzes, flashcards, and practice exams. These features build confidence and are surprisingly close to what the actual test looks like.

If you’re in need of more guidance, you might try getting advice from a certified flight instructor—if they’re up to date on certification, they’ll be familiar with the ins and outs of the knowledge test and the certification process at large. You could also contact the FAA’s UAS support center or look into non-FAA study guides.

When the day of the test arrives, make sure to jot down your FTN and bring the proper government-issued identification information (which varies depending on citizenship status) to the testing center. Once there, the staff at the testing center will walk you through the process. They should provide you with everything you need to take the exam. You are not allowed to bring notes or other materials into the testing area.

As soon as you finish, you’ll receive your scores on a printed Airman Knowledge Test Report (AKTR). If you passed, congratulations! You’ll now have 24 months to complete your remote pilot application while the results are valid.

If not, don’t panic. You’ll need to wait two weeks, but applicants can retake the test as many times as they want. The process is nearly identical: You’ll need to reschedule an appointment through PSI and submit your AKTR (which tells you exactly what you got wrong on the previous attempt). Unfortunately, you will also need to pay the $175 fee again. Be sure you hit the books during the 14 day waiting period.

Keep on trying until eventually…

You Passed! What Now?

Almost there! To finish your drone certification application, log in to IACRA and click on the Applicant Console, then “Start New Application.” That will open a drop-down list—from there, select “Pilot” and click “Remote Pilot,” then “Start Application,” which will take you to Form 8710-13.

You’ll be prompted to answer a few simple questions and asked for your photo ID information, as well as your 17-digit knowledge test exam ID (which can take up to three days to appear in IACRA). After signing and submitting the application, you’ll also need to complete a Transportation Security Administration (TSA) security background check. The TSA can take anywhere from a few days to a few weeks to complete this check. It all depends on how big their backlog is.

Soon after, you should receive a confirmation email with instructions for printing a temporary remote pilot certificate—and the permanent version will arrive in the mail in a few weeks!

The final step: Register your drone for $5 by logging in or creating an account with FAADroneZone and selecting “Fly a sUAS under Part 107.” You can then mark the drone with your registration number, which is valid for three years.

And with that, you can officially fly drones less than 55 pounds for work or business as a Part 107 certified remote drone pilot!

For Part 61 Holders

If you don’t already hold a Part 61 certificate, this section won’t apply to you. But for those who have already been certified as pilots, flight instructors, or ground instructors and have completed a flight review in the past 24 months, your path to remote drone pilot is streamlined.

First, log in to your FAA Safety Team account or create a new one. Then use those credentials to enroll in the Part 107 Small UAS Initial (ALC-451) online training course, which will cover the same information evaluated on the knowledge test. There is no passing or failing.

From there, log in to your IACRA account or create a new one and navigate to Form 8710-13. Once that application is complete and submitted for processing, the final step is making an appointment with one of the entities below to validate your identity:

• FAA Flight Standards District Office
• FAA-designated pilot examiner
• Airmen certification representative
• FAA-certificated flight instructor

You’ll need to bring the completed Form 8710-13, proof of your current flight review, a photo ID, and your online training course completion certificate to the appointment. Then, a representative will sign your application and issue a temporary airman certificate—the permanent version will arrive in the mail a few weeks later.

And with that, you’re ready to fly!

Stay Up to Date

Now that you’re out in the world making deliveries, taking photos, conducting inspections, or performing some other kind of remote drone pilot work, it can be tempting to forget your roots. But even after certification, it’s crucial to remember the knowledge that got you there.

The FAA tells FLYING that all Part 107 certificated pilots must keep up to date with the rules for safe flying outlined under Part 107 of the federal aviation regulations, or 14 CFR Part 107. They must also be aware of flight restrictions such as “no drone zones,” which can be seen on platforms like Airspace Link, AutoPylot, Avision, and UAS Sidekick as well as other applications.

To ensure pilots are in the loop, the agency requires them to have completed an online training course within the past 24 months to fly under Part 107. 

And don’t forget: You must have your remote pilot certificate physically accessible while conducting Part 107 operations. As long as you stay up to date, you shouldn’t have any issues flying your drone for work or business. 

If you pay any attention to drone regulations, you’re likely well aware of the myriad restrictions that come with a Part 107 license, some of which will limit your work opportunities. Luckily, we’ve got you covered: Read on to learn how you can take your skills to the next level.

The Wide World of Part 107 Waivers

Now that you’ve obtained your Part 107 certification, plenty of drone pilot careers await. But why limit yourself? By applying for an individual Part 107 waiver, you can gain new capabilities from the FAA that might open more drone flying license opportunities.

The agency provides a handy guide that breaks down which waivers skirt which rules. But here are a few examples:

• Waiving section 107.25 enables you to operate from a moving vehicle.
• Waiving section 107.29 allows flights at night without anti-collision lighting.
• Waiving section 107.31 permits flights beyond the pilot’s visual line of sight (BVLOS).
• Waiving section 107.35 gives one pilot permission to fly multiple drones.

But before you start plowing through applications, make sure you know what you’re getting into. The FAA’s section specific evaluation information explains the restrictions removed by each waiver, as well as how the agency evaluates applications.

For example, when applying for an exception to section 107.31—which calls for operations within the visual line of sight—the FAA will want to see that your drone has a powerful signal spectrum or detect-and-avoid system to navigate the airspace. It might also award points if you use ground-based radar or a visual observer to track the drone.

Applying for a Waiver

When you’ve determined which waivers you’d like to secure, head over to FAADroneZone, log in, add “Drone Owners and Pilots” to your services, and launch the dashboard. Then click “Create Part 107 Waiver or Authorization” and follow the prompts—the site will tell you which waivers are applicable based on the specifications you provide.

Next, you’ll need to provide your mailing address, phone number, and Part 107 certification number. On the following page, you’ll select your waivers, share operation parameters (such as location and start and end dates), and explain your plan to mitigate the risks of operating without certain restrictions. You can even upload supporting documents to further outline your plan.

Requesting an exemption to section 107.39 (operations over people) will also require you to include your drone’s registration number, model, and manufacturer. But otherwise, you’re ready to submit the application.

After your application is received, the FAA may ask for additional information. And if all goes smoothly, you’ll receive the agency’s decision within 90 days of submission.

Finalize Your Drone Pilot Flight Plan

Now what? Well, that’s about it. You’ve made it through certification, kept up to date with drone regulations, and secured the necessary waivers to fly how you want. All that’s left is finding drone pilot jobs—and there are a lot out there.

A quick Google search will turn up hundreds of openings for remote drone pilots across industries such as logistics, agriculture, law enforcement, defense, and plenty more. It may not be what you imagined in high school, but you could finally get that aeronautical job at Google (flying for Wing) or Amazon (directing operations for Prime Air). 

Or you could get in on the ground floor at any number of drone startups like Flytrex, DroneUp, or Volansi. Even non-drone companies such as Dish and SAIC are searching for drone operators—the possibilities are endless.

FAQ

Do drone pilots need a degree?

No. There is no requirement for drone pilots to have a degree.

Is becoming a drone pilot worth it?

Yes. Becoming a drone pilot can be a very rewarding experience. In addition to working with cutting-edge technology, many pilots are able to make a comfortable living operating drones.

Do drone pilots make money?

Yes. The earning potential for drone pilots can exceed over $100,000 per year in many markets.

The post You (Probably) Have What It Takes To Be a Drone Pilot appeared first on FLYING Magazine.

The response from Van’s Air Force was most inspiring, filled with incredible ideas and enthusiasm. We were ecstatic when an Experimental Aviation Association (EAA) chapter out of Toms River, New Jersey, led by Robert Newman, volunteered to take on the build. By June 2022, we received the first shipment of the Van’s Aircraft RV-10 tail, followed by the wings in October. Meeting the EAA Chapter 898 building team was a moment of profound gratitude.

Over the past 10 months, we have also worked with a team of engineering students from the University of Arizona who have designed modifications. These brilliant minds have crafted modifications for the airplane with diligence and ingenuity. Supporting them through their journey, attending their presentations and witnessing their dedication, I’ve come to appreciate their sleepless nights. Compared to these students, my college years looked more focused on socialization opportunities. The culmination of their efforts was proudly displayed at the university’s Engineering Design Day, showcasing their hard work to the public. Family members who came also talked about how hard they worked. I was proud of them.

• READ MORE: Why Representation Matters

The moment I tried the foot controls was a little overwhelming. Imagine slipping into a custom-made suit or dress for the first time, tailored to your exact measurements. The modifications on the RV-10 were my perfect fit. Living in a world designed for individuals with hands and arms, I often adapt and adjust. But with these modifications, I felt as if the airplane was built for me. It seemed special, and I perceived a unique sense of unity with the aircraft.

At first, I couldn’t keep the simulated airplane from crashing. I have never had to actuate the rudder(s) via a separare cockpit control.  Unlike my Ercoupe, where the rudder surfaces are interconnected with the ailerons, the RV-10 required learning a new axis of control. It was like relearning to fly. There were frustrations, and I made mistakes, like forgetting to lower the flaps before landing. Again, the Ercoupe doesn’t have flaps. So, that landing turned more into a bounce followed by a stall and a crash. But the most important part is I kept it airborne for a good, long while, and that is something to celebrate.

My thanks go out, as always, to everyone who supports the Impossible Airplane. But today, I offer a special thank you to students Simon Quang Minh Ly, Alejandro Lopez, Renatto Miguel Ramos, Zachary Thach, Sheehab Zaman, their college mentor, professor Doug May, and their adviser Dr. David Margolis.

As we proceed, our focus will be on refining these designs and crafting stronger replicas for display at EAA AirVenture Oshkosh. We eagerly invite anyone interested to try the controls with their feet or hands. Your feedback will be invaluable as we continue to refine our designs and incorporate modifications into the build happening in New Jersey. We are not just building an airplane— we are reimagining the possibilities of flight.

The post Simulated Testing Underway for World’s first Foot-Controlled Airplane appeared first on FLYING Magazine.

The museum has been in development for several years, designed in partnership with Dimensional Innovations, a Kansas-based experience design firm. 

The museum, located at Amelia Earhart Memorial Airport (K59) is being made possible through the support of Boeing, Bombardier, FedEx, Garmin, and Lockheed Martin. According to museum officials, the facility is designed to function as a blending of history and STEM education—with flight technology in the center.

“It’s a tremendous honor to have the support of aviation leaders like Boeing and Bombardier who continue Amelia’s enduring legacy of innovation and share our vision to inspire future generations in the pursuit of flight,” said Karen Seaberg, founder and president of the Atchison Amelia Earhart Foundation.

Grand Opening Celebration

The grand opening ceremony with a ribbon cutting is slated for Friday at noon CST in front of the museum. 

“The museum doors officially open immediately following the ceremony at 12:30 pm CST,” said Vanessa Bonavia, museum spokesperson, adding that they have invited some special guests, including members of Earhart’s extended family.

“We are expecting special guests, including Bram Kleppner, Amelia’s great-great nephew, and his young daughter, Amelia’s great-great niece,” Bonavia said. “We’ve received several RSVPs from members of The Ninety-Nines and Women in Aviation. Amelia Rose Earhart, the young pilot who circumnavigated the globe to honor Amelia’s legacy, will be attending. The colors will be presented by the Kansas Air National Guard. Kansas Senators Jerry Moran and Roger Marshall will also share remarks, along with Atchison Mayor Lisa Moody.”

The festivities will continue through the weekend. On April 15, pilots from Kansas State University Salina Aerospace and Technology Flight Team will invite the public to tour its new Cirrus SR20 and Cessna 172 aircraft, and on April 16, the “RC Fly Jam” featuring radio-controlled planes will be on the museum grounds and tarmac.

Inside the Museum

The Museum is the home of the world’s last remaining Lockheed Electra 10-E, named

Muriel after Earhart’s younger sister, Grace Muriel Earhart Morrissey. Muriel is identical to the plane Earhart flew on her final flight around the world. 

In addition to the aircraft, there are 14 interactive exhibit areas that allow visitors to trace Earhart’s life from growing up in Atchison, to her growing fame as an aviatrix.

Visitors will be able to enter a full-scale replica of Muriel’s cockpit to experience what it was like to be inside the aircraft described as Earhart’s “flying laboratory.”

There is a digitized version of Earhart’s mechanic logbook for review, and through the magic of augmented reality, visitors can try on Earhart’s various careers such as mechanic, nurse, pilot, and even a fashion designer.

Museum officials note each exhibit has been carefully outfitted to meet National Curriculum Standards, Kansas Curriculum Content Standards, and Missouri Standards of Learning. Professionally developed Teacher Guides to support field trips are also available.

There is a heavy aviation component that allows visitors to explore celestial navigation and learn about radio waves and the atmosphere, use 3D holograms to explore technological advances in aviation, pilot a virtual reality flight in a Lockheed Vega 5B across the Atlantic, retracing Earthart’s 1932 flight and finally, speculate and vote on theories about what happened to Earhart on her attempt to fly around the world.

History and STEM

Earhart has always been associated with aviation, setting multiple records as a pilot, including being the first woman to fly solo across the Atlantic Ocean. Many people are surprised to learn that she also had a background in the sciences. According to multiple biographies, she was particularly interested in chemistry, medicine, and mechanics. This makes it a natural fit for aerospace businesses to support the facility.

“Amelia’s courage and spirit of adventure will inspire the next generation of aviators, explorers, and innovators to continue breaking new boundaries in aerospace,” said Cheri Carter, vice president of Boeing Global Engagement.

Tonya Sudduth, head of U.S. strategy at Bombardier, added, “We are thrilled to support the new Amelia Earhart Hangar Museum and believe it will have a great impact on the community through its innovative and educational exhibits—inspiring young people to explore the many exciting possibilities and future career paths available in aviation and aerospace.” 

In addition to the aerospace industry, a number of local and national philanthropic organizations are providing support for the museum, including the Donn Lux Family, the Guy Bromley Trust, the Patterson Family Foundation, the Regnier Family Foundation, the Fly With Amelia Foundation, the Stauffer Jambrosic Foundation, the Sunderland Foundation and the William T. Kemper Foundation, and local employers Amberwell Health, Benedictine College, MGP Ingredients and others.

Following the grand opening, the Amelia Earhart Hangar Museum will apply to become an Affiliate of the Smithsonian Institution. 

The post Amelia Earhart’s Legacy Enshrined at New Kansas Museum appeared first on FLYING Magazine.

According to the Airman Testing Community Advisory committee, the publication of the FAA’s Airman Testing Standards Branch, the decision to reduce the test time was made by the FAA and PSI Services LLC, the FAA’s sole provider for FAA knowledge exams, after they performed what has been described as “a scientific assessment of the knowledge tests.”

Applicants taking the 60-question Private Pilot Airplane (PAR) exam will have 120 minutes, down from 150, and applicants for the 100-question Commercial Pilot Airplane (CAX) exam will have 150 minutes, down from 180.

The change goes into effect on April 24, 2023.

“The PAR and CAX test topics and subject matter did not change as a result of the assessment process,” the ATAC noted, “However, there have been changes made to existing test questions on the PAR and CAX tests to assure they are aligned with the ACSs [airman certification standards] and reference an existing FAA handbook.”

• READ MORE: Aviation Stakeholders Call for FAA to Increase Knowledge Testing Oversight

It was noted that the testing supplements for both tests have not changed, nor has the price of the exams, which remains $175. 

The third-party vendors which operate the testing centers have no say in the cost of the test or the amount of time the applicants have to perform the test. 

According to a spokesperson from the FAA, “The FAA and the industry analyzed the tests as part of the FAA’s efforts to enhance their quality. The changes assure they are aligned with the airman certification standards and FAA handbook.”

The post FAA Reduces Time Allotted for Knowledge Tests appeared first on FLYING Magazine.

You’ve probably been in a few conversations that begin like this. It may even have been you who has spoken this sentence. I have lost count of how many times the conversation begins like this when someone finds out I am a flight instructor. The sentence usually ends with the person telling me they dropped out of flight training, often right after soloing. Sadly, this is very common. 

According to research done by aviation advocacy groups such as the Aircraft Owners and Pilots Association, the National Association of Flight Instructors, and the Society of Aviation and Flight Educators, the dropout rate for learner pilots is around 80 percent.

For the private pilot candidate, the first solo roughly marks the halfway point of their training. Most of the basic skills have been taught. The rest of the training involves learning specialty takeoffs and landings, night flight, and cross-country flying. There will be a lot of solo flights in this phase, followed by polishing up for the check ride. Yet many pilot applicants hang up their wings post solo—for a variety of reasons.

1: Running Out of Money for Training

Many learners find themselves out of money—or close to it—after their first solo. This is especially true when the path to solo has not been fast, as the lessons to learn the 15 things outlined in FAR 61.87 may have stretched out over several months because of weather, maintenance issues, and instructor and/or client availability.

The use of a syllabus can be helpful to keep training on track. The savvy instructor will help the learner actively seek multiple funding sources, such as scholarships to cover the cost of training. I gladly sit down with the learners and help them navigate the scholarship applications and write them letters of recommendation. 

Contrary to popular belief, you do not need to be of traditional school age or enrolled in an academic program to qualify for a training scholarship. Check with various aviation organizations at the national, state, and local levels to see what they have to offer. It may be just a few hundred dollars, but it is money put to good use as it is often paid directly to the flight school.

Pro tip: Post solo, it is a good idea for the instructor and learner to sit down and take a look at what the learner needs to do in order to finish their ticket, because this allows the learner to create a budget to get the job done.

2: Forced Repetition of training

The learner was enjoying training and had soloed; then their instructor left for another job. The replacement CFI at the school insisted that the learner repeat the pre-solo training. It is frustrating (and expensive) to have to repeat lessons. Some schools claim that repetition is required by their insurance carrier. (The wise learner will ask to see documentation of this.) Sometimes it is done because the replacement CFI wants the hours, not necessarily because the learner lacks skills. 

Some learners bounce CFI to CFI, trying to regain solo privileges, then finally give up in disgust. Others plead their case with the chief instructor and ask for an evaluation flight with him or her to restore solo privileges.

3: Poor Guidance

Although the learner has been signed off and has completed their first solo, they don’t have a clue what to do when they fly by themselves. Often this is the result of a lack of syllabus use, or flying with a ‘check the box’ instructor. The learner may be reluctant to continue training because they don’t see the end of the process.

4: ‘Instructorous-disappearous’

Learners can get very attached to their instructors, and when the instructor moves on or reduces their availability for whatever reason, some learners are reluctant to fly with anyone else and simply quit.

5: Life Gets in the Way

The learner soloed, then decided to take a break from flying to catch up on things that had been put on the back burner. Before you know it, that month you took off to remodel the bathroom, repaint the deck, or focus on your business or golf swing, has stretched into a year or more.

6: They Scare Themselves

Every pilot has done this at least once. Maybe it was poor rudder control during the practice of a power-on stall that put the airplane into an incipient spin. Or that time the turbulence batted you around like a cat toy, and you fought it all the way to the ground. It can be challenging to get back in the aircraft after an experience like that, and rather than asking a CFI to fly with them and help them regain their confidence, they simply hang up their wings.

7: Lack of Airplanes

The flight school has a limited number of airplanes. The learners pursuing the upper-tier tickets or VA funding get preference on the flight schedule. The only way to fix this situation is for the school to get more aircraft and use a first-come, first-serve method for scheduling.

No Regrets

As we grow older, one of the things we learn is that it is often the things that we didn’t do, rather than the things we did do, that we regret. Don’t be that person who stopped flying before they earned their certificate.

The post Don’t Quit After Your First Solo appeared first on FLYING Magazine.

Answer: No, it isn’t. A flight instructor certificate is a federal certificate—just like a private pilot certificate—therefore, it is good in any state. A search of the FAR/AIM and advisory circulars failed to show a “new CFI” limitation as you describe it. It may be that the CFI was confused or was trying to get more money out of you.

Renting an aircraft for a check ride and a check ride only can be hit or miss. There are some FBOs that won’t allow you to rent their aircraft for a check ride unless you have flown with and been signed off by one of their CFIs, and only if you fly with ‘their’ DPE (designated pilot examiner), citing ‘insurance reasons.’ It doesn’t matter if you already have a private or commercial certificate, have flown with them before, and even trained there. Other FBOs aren’t so restrictive. As long as you possess a valid pilot certificate and medical, you are good to go.

• READ MORE: Am I Allowed To Review the Aircraft Logbooks Before I Rent?

Do you have a question about aviation that’s been bugging you? Ask us anything you’ve ever wanted to know about aviation. Our experts in general aviation, flight training, aircraft, avionics, and more may attempt to answer your question in a future article.

• READ MORE: What Can You Do To Avoid an Incident or Accident?

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I thought it was common practice to review logbooks before you rent an aircraft? Or should I just trust that the school knows what they are doing?

Answer: This sounds like the person behind the counter heard the word “books” and missed the word “log,” so they thought you were asking for the financial records of the school. 

Maintenance logbooks are a completely different entity, and you are correct, reviewing them before you take up an airplane is good practice because it is part of the determination of airworthiness. If an inspection is overdue or an AD not complied with, that makes the aircraft unairworthy and if you are pilot in command, you are responsible for determining airworthiness. Always check the logbooks before you fly something for the first time if you can, and periodically before check rides or after major maintenance.

• READ MORE: What Can You Do To Avoid an Incident or Accident?

I am puzzled by the insistence that the business owner has to be there during the process, unless he or she is the only person who has the keys to the safe or office where the logbooks are kept. It is not uncommon for the flight school to want one of their employees to oversee the process—those logbooks are valuable, but the check shouldn’t take you more than an hour, so it usually isn’t too expensive if you have to pay for the employee’s time.

Do you have a question about aviation that’s been bugging you? Ask us anything you’ve ever wanted to know about aviation. Our experts in general aviation, flight training, aircraft, avionics, and more may attempt to answer your question in a future article.

The post Am I Allowed To Review the Aircraft Logbooks Before I Rent? appeared first on FLYING Magazine.