Top Schools for Aircraft Dispatcher?
January 20, 2010
Hi guys,
Does anyone know any very good schools (FAA certified) for aircraft/flight dispatcher training that is also reasonably afforable? If so, how much? Also, how long can it take to obtain license/certification for flight dispatch from the FAA? Is this career exciting and enjoyable? If someone here actually went to school to become a flight dispatcher and can help me answer these questions, I truly appreciate your help. Thank you.
Hey b2, if you dont mind, can you tell me how much you started out making, and then how much your annual salary was as your years progressed in this career? Thanks a lot.
I am a retired (Delta)aircraft dispatcher and teach at Falcon Aviation Academy, in Newnan, Georgia. Our tuition for the course is $4,200. Our school is certified by the FAA, and one of the tops in the industry. Our classes are always 200 hours, which can be broken over 10 weeks, or 5 weeks. We have one starting today that is from 1700-2200, Mon-Thur. We are flexible, depending on the students. Visit us on-line for more info.
Can you go through a hurricane in a Cessna?
January 20, 2010
I appreciate the answers fellas, but if I go into one, I am going head first right through the heart of it.
Not Recommended.
But if you really want to try, use a low wing Cessna like a Cessna 400 or other low wing planes. If you fly into the Hurricane fly with the prevailing winds meaning flying with the counter rotation of the storm. This will reduce the turbulence but not by much but enough to make the ride safer than flying right in to it. When Hurricane Hunters fly into Hurricanes they fly this route because a direct bunch would put extreme pressures on the planes structure which could buffet it to pieces. Reason is that the turbulence in a hurricane are rough at minimum to Extreme. With low wing aircraft the pressure exerted in the wings is reduced and spread evenly. With that said you could still be buffeted to the point of structural failure and wind up at the bottom of the Ocean. http://en.wikipedia.org/wiki/Cessna_400
DO NOT ATTEMPT in a Cessna 172 or other over wing plane. Reason the turbulence will push the wings upwards and then downwards causing them to break off or fold upwards, thus sending you to the bottom of the Ocean. The wings that are positioned high on a plane try their best to avoid severe or extreme turbulence for this very reason. There isn’t enough structural support for the wing and that is why you see the support beams most all over wing aircraft except the really large transports which have supper strong Internal skeletal systems.
http://en.wikipedia.org/wiki/Cessna_172
4 Hurricane Hunter Planes have been lost since 1945 flying into or out of these storms.
Best bet avoid all thunder storms and Hurricanes.
http://en.wikipedia.org/wiki/Hurricane_Hunters
Where I can find samples of cessna cockpit sounds such as the stall warning horn?
January 20, 2010
I am looking for a site where I can find and download sounds typical of a cessna airplane cockpit, some of these sounds are the stall warning horn alarm, the avionics, landing gear warning.
Do a web search… Google, Dogpile?
Is it important whether or not a flight school is Cessna certified?
January 20, 2010
It’s a clause in a PPL scholarship I’m applying for and I wanted to know why.
Is a school less reputable if it does not have a Cessna certification?
What does the certification mean?
Does it mean the school is certified to fly Cessna-brand planes?
If it’s a clause in your scholarship, then Cessna might be involved in funding part of it.
So, if it’s a requirement, you’d need to train at one.
Having trained at both a Cessna Pilot Center and ones that weren’t, there really is no difference.
Only the training materials and syllabus varied.
The quality of the training is entirely dependent on the quality of the instructors.
I do prefer the course materials for the Cessna course. (Specifically, the instrument rating course)
Flight training
January 17, 2010
Flight training with Privilege Aero LLC, state of art full motion based flight simulator, top notch equipment and highly experenced flight instructors will help you reach your aviation goal quickly.
Duration : 0:7:44
NTSB Animation of Marlin Air Cessna Citation Accident Investigation Near Milwaukee Wisconsin
January 17, 2010
Video courtesy: NTSB
Washington, D.C. – The National Transportation Safety Board today determined that the probable cause of an aircraft that lost control and impacted water was the pilots’ mismanagement of an abnormal flight control situation through improper actions, including lack of crew coordination, and failing to control airspeed and to prioritize control of the airplane.
On June 4, 2007, about 4:00pm CST, a Cessna Citation 550, N550BP, impacted Lake Michigan shortly after departure from General Mitchell International Airport, Milwaukee, Wisconsin (MKE). The two pilots and four passengers were killed, and the airplane was destroyed. The airplane was being operated by Marlin Air under the provisions of Part 135. The aircraft was carrying a human organ for a transplant operation in Michigan. At the time of the accident, marginal visual meteorological conditions prevailed at the surface, and instrument meteorological conditions prevailed aloft; the flight operated on an instrument flight rules flight plan.
Due to the lack of a data recording system, the Board could not determine the exact nature of the initiating event of the accident. However, the evidence indicated that the two most likely scenarios were a runaway trim or the inadvertent engagement of the autopilot, rather than the yaw damper, at takeoff.
The Board further noted that the event was controllable if the captain had not allowed the airspeed and resulting control forces to increase while he tried to troubleshoot the problem. By allowing the airplane’s airspeed to increase while engaging in poorly coordinated troubleshooting efforts, the pilots allowed an abnormal situation to escalate to an emergency.
Therefore, the NTSB concluded that if the pilots had simply maintained a reduced airspeed while they responded to the situation, the aerodynamic forces on the airplane would not have increased significantly. At reduced airspeeds, the pilots should have been able to maintain control of the airplane long enough to either successfully troubleshoot and resolve the problem or return safely to the airport.
Contributing to the accident were Marlin Air’s operational safety deficiencies, including the inadequate checkrides administered by Marlin Air’s chief pilot/check airman, and the Federal Aviation Administration’s (FAA) failure to detect and correct those deficiencies, which placed a pilot who inadequately emphasized safety in the position of company chief pilot and designated check airman and placed an ill-prepared pilot in the first officer’s seat.
Results from the Board’s investigation indicated that the captain did not adhere to procedures or comply with regulations, and that he routinely abbreviated checklists. Subsequently, the NTSB concluded that the pilots’ lack of discipline, lack of in-depth systems knowledge, and failure to adhere to procedures contributed to their inability to cope with anomalies experienced during the accident flight. Thus, the Board also concluded that Marlin Air’s selection of a chief pilot/check airman who failed to comply with procedures and regulations contributed to a culture that allowed an ill-prepared first officer to fly in Part 135 operations.
The report adopted today by the Board, points out that FAA guidance regarding appointment of check airmen requires Principal Operations Inspectors (POI) to verify the check airman candidate’s “certificates and background.” Additionally, all required training must be completed, and the airman’s training records must show satisfactory completion of initial, transition, or upgrade training, as applicable. The guidance does not specifically address POI actions when the background evaluation discloses negative information. This lack of guidance can result in the appointment of check airmen who do not adhere to standards and who possibly jeopardize flight safety.
As a result of this accident investigation, the Safety Board issued recommendations to the FAA, and the American Hospital Association regarding airplane and system deficiencies, FAA oversight, and the safety ramifications of an operator’s financial health.
A summary of the findings of the Board’s report is available on the NTSB’s website at:http://www.ntsb.gov/Publictn/2009/AAR0906.htm
Duration : 0:3:34
foreign based FAA license BFR?
January 16, 2010
Last year I got a foreign based ASEL priate pilot, and then did multi engine flight training in the US, and got my AMEL private (US TESTS PASSED); BUT I did not do a BFR. A guy was telling me that a foreign based without a BFR is invalid. Is that true?
The 24 monty US BFR clock started with your US AMEL checkride.
Pilots holding foreign certificates must comply with the issuing country rules. The US BFR requirement is for FAA certificated pilots, so a pilot possessing a foreign certificate and complying with rules of the issuing country would be legal in the US without a US BFR.
Landing 0AZ5
January 13, 2010
Returning to 0AZ5 from the 2009 CopperState Fly-In with N918RR – Radar Roy
Duration : 0:2:54
Part 9 – Katie Mcgrath Fight Training – Inside the World of Merlin with BAFTA 21 Nov 2009
January 13, 2010
Watch the OFFICIAL version on the BAFTA website:
http://bit.ly/IWMerlin
Stage Fight training
Inside the World of Merlin with BAFTA 21 Nov 2009
Ever wondered how TV makers create the magic you see on screen?
21 November 2009
Part 6 Colin Morgan
Cinema 1
Disclaimer: Does not belong to me, No profit being made.
I was told I was aloud to film but If Im not permitted to not to post please let me know and Ill take it down.
Duration : 0:4:19
Aero-TV Checks Out The Jet A-Powered Diesel Skyhawk!!!
January 13, 2010
Cessna, Thielert Partner On 172S Turbo Diesel Option
Last fall, we asked ANN readers to, “Just imagine how cool will it be for a student pilot… on their first cross-country flight… to ask the lineperson to ‘fill it with Jet-A, please’ — and then point to their Cessna 172!” The new Skyhawk TD (turbo diesel, of course) features a Full Authority Digital Engine Control (FADEC) equipped Thielert Centurion 2.0 liter engine. The DOHC (double overhead camshaft) inline four-cylinder turbocharged engine develops 155 horsepower, is certified to operate on Jet-A fuel, is liquid cooled and drives a composite three-blade constant speed propeller.
Thielert was issued a supplemental type certificate (STC) for the Skyhawk in March, allowing Cessna to offer a factory-installed Thielert engine. The engine features low specific fuel consumption, electronic engine control systems and improved hot-and-high engine performance.
With increased range and endurance, Cessna says the Skyhawk TD will offer an ideal solution for special mission applications like forestry patrol, wildlife conservation efforts, pipeline/power line patrol, traffic reporting and airborne law enforcement, according to Cessna. News of a Skyhawk turbo-diesel was not entirely unexpected. As ANN reported, Cessna announced a partnership with Thielert on “future projects” earlier this year.
The Wichita gang is also making the Garmin GFC700 Automatic Flight Control (AFCS) and Flight Director (FD) system standard equipment on most Skyhawk models. The autopilot function selector will be conveniently located on the Garmin G1000 flight display with the GFC700 capable of using all of the data available within the G1000 avionics system. Among the new navigational features included is all-digital, dual-channel, two-axis flight control — featuring an attitude-based (versus rate-based) autopilot.
The GFC700 on the Skyhawk also features a Flight Director, offering pitch and roll guidance to show the pilot the attitude for a standard climb or turn. The system also sports Flight Level Change capability — to ensure the aircraft maintains airspeed while climbing or descending to a pre-selected altitude — and a Go Around mode. Additionally, Wide Area Augmentation System (WAAS) with Lateral Performance, Vertical Guidance approach (LPV) and Vertical Navigation (VNAV) capabilities; Garmin SafeTaxi; and Garmin FliteCharts became standard for the Skyhawk, Skylane and Stationair starting with 2007 models. The Garmin ChartView powered by Jeppesen is optional.
FMI” www.cessna.com
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Duration : 0:7:25
