Tag: instruction

How to Fly an Airplane : Private vs. Commercial Pilots

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Requirements and training for different types of pilots. Learn about the steps pilots must take to become a commercial pilot in this free video.

Expert: Mike Camelin
Contact: www.SunStateAviation.com
Bio: Mike Camelin, co-founder of SunState Aviation Inc., has been a pilot for 10 years. His company one of the country's leading providers of Accelerated Flight Training.
Filmmaker: Madison Paige


Helicopter Pilot Training: “Transition to the H-19” 1956 US Army Training Film

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"Helicopter Flight Training: Part I – Transition to the H-19… This film covers the H-19's preflight inspection, taxiing, normal takeoff, hovering, autorotations, normal and steep approach, and engine shutdown." Also seen in the film: Army helicopters H-21, H-34, and H-13.

US Army training film TF46-2423

Reupload of a previously uploaded film, in one piece instead of multiple parts.

Public domain film from the National Archives, slightly cropped to remove uneven edges, with the aspect ratio corrected, and mild video noise reduction applied.
The soundtrack was also processed with volume normalization, noise reduction, clipping reduction, and equalization.

The Sikorsky H-19 Chickasaw, (also known by its Sikorsky model number, S-55) was a multi-purpose helicopter used by the United States Army and United States Air Force. It was also license-built by Westland Aircraft as the Westland Whirlwind in the United Kingdom. United States Navy and United States Coast Guard models were designated HO4S, while those of the U.S. Marine Corps were designated HRS. In 1962, the U.S. Navy, U.S. Coast Guard and U.S. Marine Corps versions were all redesignated as H-19s like their U.S. Army and U.S. Air Force counterparts…

The H-19's first flight was on November 10, 1949 and it entered operations in 1950. Over 1,000 of the helicopters were manufactured by Sikorsky for the United States. An additional 550 were manufactured by licensees of the helicopter including Westland Aircraft, the Société nationale des constructions aéronautiques du sud-est (SNCASE) in France and Mitsubishi in Japan.

The helicopter was widely exported, used by many other nations, including Portugal, Greece, Israel, Chile, South Africa, Denmark and Turkey.

In 1954 the Marines tested an idea to assist the rotors lift better in hot or high climates and if the helicopter was overloaded, by installing a rocket nozzle at the tip of each rotor blade with the fuel tank located in the center above the rotor blade hub. Enough fuel was provided for seven minutes of operation.

Operational history

The H-19 Chickasaw holds the distinction of being the US Army's first true transport helicopter and, as such, played an important role in the initial formulation of Army doctrine regarding air mobility and the battlefield employment of troop-carrying helicopters. The H-19 underwent live service tests in the hands of the 6th Transportation Company, during the Korean War beginning in 1951 as an unarmed transport helicopter. Undergoing tests such as medical evacuation, tactical control and front-line cargo support, the helicopter succeeded admirably in surpassing the capabilities of the H-5 Dragonfly which had been used throughout the war by the Army.

The U.S. Air Force ordered 50 H-19A's for rescue duties in 1951. These aircraft were the primary rescue and medical evacuation helicopters for the USAF during the Korean War. The Air Force continued to use the H-19 through the 1960s, ultimately acquiring 270 of the H-19B model.

France made aggressive use of helicopters in Algeria, both as troop transports and gunships, Piasecki/Vertol H-21 and Sud-built Sikorski H-34 helicopters rapidly displaced fixed-wing aircraft for the transport of paras and quick-reaction commando teams. In Indochina, a small number of Hiller H-23s and Sikorsky H-19s were available for casualty evacuation. In 1956, the French Air Force experimented with arming the H-19, then being superseded in service by the more capable Piasecki H-21 and Sikorsky H-34 helicopters. The H-19 was originally fitted with a 20-mm cannon, two rocket launchers, plus a 20-mm cannon, two 12.7-mm machine guns, and a 7.5-mm light machine gun firing from the cabin windows, but this load proved far too heavy, and even lightly armed H-19 gunships fitted with flexible machine guns for self-defense proved underpowered.

The H-19 was also used in the early days of the Vietnam War before being supplanted by the Sikorsky H-34 Choctaw, which was based on the H-19…


Private Pilot License Flight Lesson 03

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Decided to start pursuing a lifelong dream of getting my pilot license and after the first couple of lessons figured I should document the process in a VLOG! View my Patreon page at to support these videos and if you enjoy them please like, favorite, comment, subscribe, share, etc.

These are some highlights from my journey.
I'm flying a Piper Warrior PA28-151.

Gleim Pilot Training Audiovisual — ATC and Airspace

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Can a private pilot land an airliner? (FREEview 105)

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Watch this segment WITH DIRECTOR'S COMMENTARY here:


To download The Aviators on your iPhone or iPad, CLICK HERE:

To download The Aviators on your Android device, CLICK HERE:

The Aviators, the smash hit that airs across the US on PBS, in Canada on Travel & Escape, and on Discovery Channel internationally, is back for an exciting second season!

Visit for show updates, to view complete episodes online, or to buy Aviators hats, shirts, posters, or DVDs.

The Aviators is "For Everyone Who Has Ever Gazed Skywards"

Episode features the following segments: Can a private pilot land an airliner?, Delfin L-29 fighter jet, Aircraft annual inspection, Airbus A380.

Private Pilot Helicopter: What are the requirements?

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Helicopter Online Ground School:

Helicopter private pilot? What is required and what do I need to get started, what do I need to do to get started? I'm Kenny Keller, creator of Helicopter Online Ground School. This is one of our most frequently asked questions people ask all the time. Well, what do I have to do to get the rating, how do I go about it? What I tell them is, the first thing you want to do is schedule an introductory flight. Most people don't realize that all you have to do is call up your local flight school and get an introductory flight schedule. You don't have to go through any specific training, you don't have to do a bunch of study. Schedule an introductory flight and go out and give it a try. Call them up, tell them you've never been up, you're interested in learning to fly helicopters, and that you want to go up for an introductory flight. That's how you get started.
Once you get that introductory flight in, if you decide, "Hey, this is something I really want to do. I want to keep going. I want to chase after this dream." Research the flight schools in your area. Depending on where you live you might have several choices or you might have to travel quite a distance to get to a helicopter flight school where you can take lessons. I'd get the introductory flight in first, go check it out see what you think of it. Make sure it's something that you think is going to be as cool as what you think it is because it is. Once you get there and you do it you'll love it, but that will be the next step.
Then, if you decide that you're going to continue on, I wouldn't spend a bunch of money right after that, I would get the Rotorcraft Flying Handbook to start with. It's a $15 or $20 book, you can order online at many different places. You just search Rotorcraft Flying Handbook. You can also download a free PDF copy from faa.gov. They will give you a free copy so you could start kind of learning there. You could also use our Helicopter Online Ground School. I started this March 1, 2012. We have had huge member success. We have people all over the world using our training and it's been pretty awesome. We have people that have used our training prior to going to the flight training, so that you use the ground training to get the knowledge before you go start flying. That's another option for you is you can use our ground school to help learn the information. Then, once you get a few lessons going you want to get a medical certificate fairly early on, which is basically a flight physical. You have to go do an FAA designated flight examiner to have this physical. The only reason I say do it fairly early is if you find out you have a problem with vision or some other problem then you have some time to correct that prior to soloing and trying to get the license. Also, in the event you did have some kind of medical problem, it's better to find out before you spend a bunch of money and then be frustrated and upset later because a medical condition is holding you back. It's a good idea to get that medical certificate done pretty early in the training. Next, the FAA requires a minimum of 40 hours of flight training. This is the minimum. Most people take more like 60-70 hours. Keep in mind that if you get done in 40 great, but in 15 years of doing this I haven't seen very many people get done in 40. I've seen 41, 42 a couple of times but it doesn't happen very often. Don't feel bad because, again, the average person takes 60-70. Just because of time, commitment, school, family, other activities you have going on, it's hard for a person to always get done in 40 hours.
Next, you have to have a minimum of hours. A minimum of that 40 you have to have 20 hours of dual instruction and then you also have to have 10 hours of solo time. Now, if you're an airplane pilot doing an add on you have to have the 20 hours of dual, the 10 hours of solo. If you're coming off the street, you have to have the minimum of the 20 dual, 10 of solo, and that other 10 or more is going to be with your instructor prepping for the check ride. You can always solo more than 10 hours if you like. If time and money permits you could always go more than 10, but that's the minimum. To get to the private, minimum 20 dual, 10 solo, and the other 10 can be determined as you're going along.
Then, next you're going to have to have a pre-solo written test issued by your instructor. You start flying, he's going to get you proficient to take the aircraft out alone and fly those 10 hours. Before he can do that he has to go through the FARA Manual, which is our regulations. He has to go through and cover a certain amount of things with you, ground and flying-wise, before he can let you go. Once you've completed those items in the FAR/AIM Manual and feels that you're competent and he feels good about your abilities, he can let you go solo.

Aerial Navigation: Maps and the Compass 1941 US Army Pilot Training Film; Signal Corps

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US Army Training Film TF-1245

Public domain film from NASA, slightly cropped to remove uneven edges, with the aspect ratio corrected, and mild video noise reduction applied.
The soundtrack was also processed with volume normalization, noise reduction, clipping reduction, and/or equalization.

There is a broadband hum in the vocal frequencies of this film which I cannot completely remove.

The basic principles of air navigation are identical to general navigation, which includes the process of planning, recording, and controlling the movement of a craft from one place to another.

Successful air navigation involves piloting an aircraft from place to place without getting lost, breaking the laws applying to aircraft, or endangering the safety of those on board or on the ground. Air navigation differs from the navigation of surface craft in several ways: Aircraft travel at relatively high speeds, leaving less time to calculate their position en route. Aircraft normally cannot stop in mid-air to ascertain their position at leisure. Aircraft are safety-limited by the amount of fuel they can carry; a surface vehicle can usually get lost, run out of fuel, then simply await rescue. There is no in-flight rescue for most aircraft. Additionally, collisions with obstructions are usually fatal. Therefore, constant awareness of position is critical for aircraft pilots.

The techniques used for navigation in the air will depend on whether the aircraft is flying under visual flight rules (VFR) or instrument flight rules (IFR). In the latter case, the pilot will navigate exclusively using instruments and radio navigation aids such as beacons, or as directed under radar control by air traffic control…

Route planning

The first step in navigation is deciding where one wishes to go. A private pilot planning a flight under VFR will usually use an aeronautical chart of the area which is published specifically for the use of pilots. This map will depict controlled airspace, radio navigation aids and airfields prominently, as well as hazards to flying such as mountains, tall radio masts, etc. It also includes sufficient ground detail – towns, roads, wooded areas – to aid visual navigation. In the UK, the CAA publishes a series of maps covering the whole of the UK at various scales, updated annually. The information is also updated in the notices to airmen, or NOTAMs.

The pilot will choose a route, taking care to avoid controlled airspace that is not permitted for the flight, restricted areas, danger areas and so on. The chosen route is plotted on the map, and the lines drawn are called the track. The aim of all subsequent navigation is to follow the chosen track as accurately as possible. Occasionally, the pilot may elect on one leg to follow a clearly visible feature on the ground such as a railway track, river, highway, or coast.

When an aircraft is in flight, it is moving relative to the body of air through which it is flying; therefore maintaining an accurate ground track is not as easy as it might appear, unless there is no wind at all — a very rare occurrence. The pilot must adjust heading to compensate for the wind, in order to follow the ground track. Initially the pilot will calculate headings to fly for each leg of the trip prior to departure, using the forecast wind directions and speeds supplied by the meteorological authorities for the purpose… A general aviation (GA) pilot will often make use of either the E6B flight computer – a type of slide rule – or a purpose-designed electronic navigational computer to calculate initial headings.

The primary instrument of navigation is the magnetic compass. The needle or card aligns itself to magnetic north, which does not coincide with true north, so the pilot must also allow for this, called the magnetic variation (or declination). The variation that applies locally is also shown on the flight map. Once the pilot has calculated the actual headings required, the next step is to calculate the flight times for each leg. This is necessary to perform accurate dead reckoning…

The flight time will depend on both the desired cruising speed of the aircraft, and the wind – a tailwind will shorten flight times, a headwind will increase them. The E6B has scales to help pilots compute these easily.

The point of no return, sometimes referred to as the PNR, is the point on a flight at which a plane has just enough fuel, plus any mandatory reserve, to return to the airfield from which it departed… Similarly, the Equal time point, referred to as the ETP (also Critical point(CP)), is the point in the flight where it would take the same time to continue flying straight, or track back to the departure aerodrome…


Fatal Airplane Crashes: “Flight Deck” circa 1950 CAA USWB Pilot Training 14min

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Fatal Airplane Crashes: "Flight Deck" circa 1950 CAA USWB Pilot Training 14min

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Pilot training film from the Civil Aeronautics Administration.

NEW VERSION with improved video & sound:

Public domain film from the Library of Congress Prelinger Archive, slightly cropped to remove uneven edges, with the aspect ratio corrected, and mild video noise reduction applied.
The soundtrack was also processed with volume normalization, noise reduction, clipping reduction, and equalization (the resulting sound, though not perfect, is far less noisy than the original).

An aviation accident is defined by the Convention on International Civil Aviation Annex 13 as an occurrence associated with the operation of an aircraft which takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked, in which a person is fatally or seriously injured, the aircraft sustains damage or structural failure or the aircraft is missing or is completely inaccessible.

The first fatal aviation accident occurred in a Wright Model A aircraft at Fort Myer, Virginia, USA, on September 17, 1908, resulting in injury to the pilot, Orville Wright and death of the passenger, Signal Corps Lieutenant Thomas Selfridge.

An aviation incident is defined as an occurrence, other than an accident, associated with the operation of an aircraft that affects or could affect the safety of operations.

An accident in which the damage to the aircraft is such that it must be written off, or in which the plane is destroyed is called a hull loss accident…

In meteorology and aviation, TAF is a format for reporting weather forecast information, particularly as it relates to aviation. "TAF" is an acronym of terminal aerodrome forecast or, in some countries, terminal area forecast. TAFs apply to a five statute mile radius from the center of the airport runway complex. Generally, TAFs can apply to a 9- or 12-hour forecast; some TAFs cover an 18- or 24-hour period; and as of November 5, 2008, TAFs for some major airports cover 30-hour periods. The date/time group reflects the new 30 hour period in Coordinated Universal Time (UTC), as always.

TAFs complement and use similar encoding to METAR reports. They are produced by a human forecaster based on the ground. For this reason there are fewer TAF locations than there are METARs. TAFs can be more accurate than Numerical Weather Forecasts, since they take into account local, small-scale, geographic effects.

In the United States the weather forecaster responsible for a TAF is not usually stationed at the location to which the TAF applies. The forecasters usually work from a centralised location responsible for many TAFs in a state or region, many of which are over one hundred miles from the forecaster's location. In contrast, a TTF (Trend Type Forecast), which is similar to a TAF, is always produced by a person on-site where the TTF applies. In the United Kingdom most TAFs at military airfields are produced locally, however TAFs for civil airfields are produced at the Met Office headquarters in Exeter.

The United States Air Force employs active duty enlisted personnel as TAF writers. Air Force weather personnel are responsible for providing weather support for all Air Force and Army operations.

Different countries use different change criteria for their weather groups. In the United Kingdom, TAFs for military airfields use Colour States as one of the change criteria. Civil airfields in the UK use slightly different criteria…

In 1938, the Civil Aeronautics Act transferred federal responsibilities for non-military aviation from the Bureau of Air Commerce to a new, independent agency, the Civil Aeronautics Authority. The legislation also gave the authority the power to regulate airline fares and to determine the routes that air carriers would serve.

In 1940, President Franklin Roosevelt split the authority into two agencies, the Civil Aeronautics Administration (CAA) and the Civil Aeronautics Board (CAB). The CAA was responsible for air traffic control, safety programs, and airway development. The CAB was entrusted with safety rulemaking, accident investigation, and economic regulation of the airlines…

After World War II began in Europe, the CAA launched the Civilian Pilot Training Program to provide the nation with more aviators…

The approaching era of jet travel, and a series of midair collisions, prompted passage of the Federal Aviation Act of 1958. This legislation gave the CAA's functions to a new independent body, the Federal Aviation Agency…


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