COMMERCIAL PILOT

The First 500 Hours

John Radge

_________________________________________
This publication is designed to provide accurate and
authoritative information in regard to the subject matter
covered. It is sold with the understanding that the publisher is
not engaged in rendering legal, accounting, or other professional
services. If accounting advice or other expert assistance is
required, the services of a competent professional person should
be sought.

Copyright © 1995 John Radge

All rights reserved. This book, or any part thereof, may not be
reproduced in any form or in any language without the written
permission of the author.

Printed and Published by

Jillore Services Pty Ltd

71 Spencer Road
KILLARA, N.S.W., 2071
Ph: +61 (2) 9905 8206

ISBN 0-646-25381-6
1. Aeronautics, Commercial - Vocational Guidance
Radge, John.
_______________________________________________________________________________ ✈
ACKNOWLEDGEMENTS

Thanks to:
Australian Civil Aviation Authority (formerly Department of Transport and Communications).
Federal Airports Corporation.
Cessna Aircraft Company.
Axis Aviation Pty. Ltd.
My Father, John Radge, for his patience and assistance.
To the many persons whose comments have helped in the refinement of this book.
_______________________________

About The Author

John Radge is a flight instructor out at
Sydney’s Bankstown airport. He commenced
his flying career in 1990 as a charter
pilot with a major computer company in
Sydney. He then worked in the Northern
Territory for various companies as a
charter pilot and Acting Chief Pilot
before settling back to Sydney.
Comments are welcome by telephoning John
Radge direct on (018) 479898.
__________________________________________
________
PREFACE
The purpose of this book is to assist you in maximising your potential for employment in the aviation industry
and to provide you with some ideas that will strengthen your success potential as a pilot.
Aviation is a difficult and expensive industry to break into. The varied paths that one can follow is
daunting enough for the budding pilot without the added frustration of knowing the wrong path could limit your
career or waste a lot of your money.
What you're about to read is the collection of, what I consider to be, the basic groundwork knowledge
required before embarking on a flying career. Unfortunately, it's not until one has committed a lot of time and
money that they start to get a feel for how the industry operates. Attempting to plan any career without having
experience or knowledge can be costly... more so with aviation. Hopefully this book will act as a guide to
smooth your path and reduce mistakes.
The first 500 hours is considered to be the make or break period for pilots. The first 500 hours is the
period that shapes or moulds your flying that carries you through your career. For this reason it is important that
a plan is put together and followed to completion. Conducting training in a haphazard fashion can cost you
dearly. Your first flying job after completion of the training is a very important step in your flying career. It is a
sad fact that a large percentage of new commercial pilots never get a first flying job. That is to say that these
same people are unable to get employment flying and seek employment in a different industry. To maximise
your ability to secure the first job, you must have a plan of training to match your intended first job.
Commercial Pilot - The first 500 hours, walks you through all the stages leading from your first lesson
to securing your first job. The first chapter looks at why you want to be a pilot. Chapter two deals with the
General Aviation industry, it’s health, trends and future. Chapter three deals with training. Chapter four deals
with how you go about securing that first position as well who to contact. Chapter five looks at the Mecca of
General Aviation, the United States of America. The USA has many training and employment opportunities that
aren’t available in Australia. Chapter six looks at setting up your own flying business. Chapter seven looks at
success secrets and why some people succeed whilst others don’t. Finally chapter eight heeds advice for the new
commercial pilot working in the industry.
Prospective aviation operators are listed in Appendix Two who may be contacted to find that elusive
first flying position. The information gleamed in this book will, hopefully, make the path to a career as a
commercial pilot a lot smoother with less heartache.
TABLE OF CONTENTS

1. INTRODUCTION_______________________________________________
Career Paths
Analyse - Why You Want To Be A Pilot?
The Sacrifices
Location
What Sort of People Are Pilots?
Pilot Image
The Rewards

2. INDUSTRY___________________________________________________
Industry Health And Cycles
Why Is It The Way It Is?
Recession
Gulf War
Pilots Dispute
Cost Recovery
Airline Cadet Scheme
US Public Liability Laws On GA Aircraft Manufacturers
Increasing Government Charges On Businesses
DOA To CAA
Statistics 5
Aircraft On Australian Register
Aircraft Movements
Flight Crew Licences
General Aviation Activity

3. TRAINING____________________________________________________
The Airline Career Path
The Standard Path
Introduction
Students Pilot Licence
First Solo
General Flying Proficiency Test
Private Pilots Licence
Command Time Building
Commercial Pilots Licence
Airline Transport Pilots Licence
How Much? How Long?
Which Aircraft?
Text Books, Documents And Publications
CAA Publications Centre
Trevor Thom - Aviation Theory Centre
Additional Training Costs
Theory
Where Do I Train?
What To Look For In A Flying School
Part-time? Full-time?
Tertiary Courses
Bachelor of Aviation Degree
Bachelor of Aviation Studies Degree
Associate Diploma of Applied Science (Aviation)
3. TRAINING Cont...
Shortcuts
Aircraft Ownership Syndicates
Ultralight Flying
Additional Training
Type Endorsements
Type Ratings
Aerobatics Rating
Multi-engine Endorsement
Command Instrument Rating
Night VFR Rating
Agricultural Rating
Instructor Rating
Other Courses
Cockpit Resource Management
Dangerous Goods Awareness Course
Flight Engineer Exams
Tax And Flying
Pilot Medical
Financial Assistance
AWAP
Austudy

4. EMPLOYMENT_______________________________________________
GA Average Conditions
Charter Pilot
Flight Instructor
Considerations
Remote Or Urban
Move Around Or Stay In One Spot?
Factors Affecting Employment Potential
Married Or Single
Age
Gender
Being Contactable
Strategy Overview
Resume
Chronological Resume
Functional Resume
Combinational Resume
Cover Letter
Referances
Who To Contact
Employment Agencies
Magazines
Networking
Aviation On Line
Now Apply 45
Contact Trackers
The Phone Call 45
Handling Objections
The Interview
Self Image
4. EMPLOYMENT Cont...
Working In Other Countries
Cost Sharing
Help
While I’m Waiting For A Flying Job
Non-Flying Jobs While You Are Looking
Combining Non-Aviation Job With Flying
What If I Never Get A Flying Job? Career Needs A Back-up

5. USA________________________________________________________
Training
FAA Medical
Non-immigrant Visa’s
Employment
Agencies
Conversion Of Foreign Licence To An Australian Licence

6. SETTING UP A FLYING BUSINESS______________________________

Look At The Market
Economic Times
Business Structure
Chief Pilot
Flying School Licence
Conduct Of Instructing Operations
Costs
Finding An Aeroplane
Operations Manual
Air Operators Certificate
Operating Under Someone Else’s AOC

7. SUCCESS___________________________________________________
Success Is For You
Goal Setting
How To Create Your Goals
Fear
Failure
Fear Of Rejection
Fear Of What Others Mighrt Think
Positive Mental Attitude
Self Image
Reframing
Other People’s Perceptions
Law Of The Farm
Go The Extra Mile
Acquire Sales Skills
Be A Non-Stop Learner
Failure (Again)
Give It A Try
Universal Laws
It’s Up To You
No Faith In Your Ability
Not Wanting To Put The Effort In
Bad Conditioning
7. SUCCESS Cont...
Not Knowing How To Get Started
Keeping Life In Perspective

8. A FINAL NOTE_______________________________________________
Over The Horizon

APPENDIX ONE___________________________________________________
GFPT
PPL
Aircraft Conversion Endorsement
NVFR
Multi-engine Endorsement
Command Instrument Rating
Commercial Pilots Licence
Instructor Rating (Grade III)
Summary Of Flying Training Costs

APPENDIX TWO___________________________________________________

Listing Of Operators
 Chapte
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INTRODUCTION

A s Wilbur Wright said "Flying more than anything else, is the sensation of perfect peace, mingled with an
excitement that strains every nerve to the utmost, if you can imagine such a combination." Translation;
"Flying is 99% boredom and 1% sheer terror". It is true that practically anyone can become a pilot; all it
takes is commitment and genuine desire to learn. Flying can be a vocation regardless of sex, age or education. It
does take tenacity and determination. A knowledge of physics and proficiency in mathematics will see you to
completion of a typical commercial pilot course. Flying an aeroplane requires that hundreds of decisions are
made during any one flight. It is this skill that is difficult to master.

CAREER PATHS

There are many ways that you can get yourself in the air and get paid for doing it. Traditionally the surest way to
get to the highest levels of flying is through the military. Training with the military results in security of
position, the chance to fly the hottest aircraft with the comfort in knowing that you will have been trained at the
expense of the tax-payer. The training is considered to be the best in the world. Entry to military pilot training is
highly selective, accepting people from a narrow band of education, age, physical condition and psychological
profile. This applies not just to flying training either, but in the development of other general military officer
qualities, which are highly desirable in a disciplined, structured environment like an airline. There are, however,
also some negative points about the military route. From the pilots point of view, one of the biggest drawbacks
is that he/she is generally committed to a fixed term of quite a few years. Most pilots will not have the
opportunity to get out before they are aged around thirty, by which time their civilian counterparts should be
well and truly established in their regional or commuter airline jobs, if not already with the major airlines. For
more information on military training contact your local defence force recruitment office.
Training as an airline cadet could be an option you could pursue. The particular airline (Qantas or
Ansett) trains you from scratch at their expense while paying you a wage. At the completion of training you may
be offered a position with the company. The chance to train as a cadet is extremely competitive.
This book is concerned with assisting you with training and securing a flying position within General
Aviation (light aircraft) on fixed wing aeroplanes.

ANALYSE - WHY YOU WANT TO BE A PILOT?

Most people who start flying as a career do so for other reasons than money. They see themselves as being
permanently engaged in their favourite hobby and being paid for the privilege. Professional flying is not like
that, as those same people rapidly find out. You must realise from the beginning that professional attitude is
required in terms of financial rewards as well as your flying. In most cases you are better off pursuing another
career and flying for recreation on the weekend. Overall, you would be more satisfied and have more money in
your pocket.

The Sacrifices

Learning to fly by the standard path (not including military or, if your lucky to get selected, the airline cadet
path) has sacrifices both in time and money.
Think about it this way: to gain a commercial pilots licence and instructor rating takes approximately
45 weeks full-time and costs about $28,000 for the course let alone the fact that you still have to live, which
costs money, for those 45 weeks. Forty five weeks as an eighteen year old equates to about $15,000 in possible
income lost. These qualifications that you have attained only just make you employable. Securing your first
flying position may take quite sometime. Typically your first position may be instructing on a casual basis.
Working a 45 hour week with perhaps 2-5 hours per week flying in the first month or two equates too about
$50-$150 per week ($25 per flight hour). The cash flow required to repay your training is in the order of $200
per week for 10 years.

So you can see, flying is the sort of profession where economics tend to take a back seat.

Location

Your first position generally is in a location that most experienced commercial pilots would prefer not to work.
This location tends to be "out bush", in a remote area, under rough conditions. Lets face it, the majority of the
population prefer to live on the eastern seaboard of Australia and pilots are not excluded. As soon as a pilot has
the necessary qualifications, he/she moves to an area that has better opportunities and conditions.

What Sort Of People Are Pilots?

All sorts of people are pilots, and it is difficult to generalise, other than to say that pilot’s are usually cautious,
methodical, and risk averse people. Pilots are also usually more technically minded, as opposed to being
artistically inclined. However, if we are looking at airline pilots, there are a few additional considerations.
It can take a special kind of person to stay alert and maintain concentration over sectors of eight hours
or more, monitoring a fully automated aeroplane which is flying in a straight line and which is already
monitoring it’s own progress; and to keep doing it for years and years. By “special kind of person” this does not
mean superman (whatever pilots themselves may wish you to believe) but it does require a certain personality
type to do the job and not get bored or distracted. People of especially high intelligence are often not suited to
being pilots - they tend to have difficulty in maintaining concentration over long periods when the task in hand
is fairly simple and routine. Hard to believe though it may during the early stages, the novelty does wear off.

Pilot Image

The pilot is able to live a gratifying life... that is when he/she has progressed up the career ladder. For the first
few years, things are tough. Somehow though you work it out and move into a position that is what you would
call a possible career position.

The Rewards

The financial rewards in GA (General Aviation) are woeful. To be earning more than $30,000 per year is
considered excellent. By contrast the airlines offer substantially higher pay. At the bottom of the scale, a second
officer (pilot under training) with Qantas earns around $35,000 per year after he/she completes training. A
Qantas Captain earns anything from $150,000 to $200,000 per year. These pilots fly around 700 hours per year.
 Chapte
r

THE AVIATION INDUSTRY

T he aviation industry is dynamic and cyclical, expanding or receding with great sensitivity to the economy
and to the profits of each company. While not the most stable of industries for newcomers, the aviation
industry can be predictable. Understanding the history of aviation helps one to see how today's situation
developed, but first a little about government bodies concerned with aviation.
The CAA (Civil Aviation Authority) was formed to enable more people to benefit from safe aviation
through a focus on safety, efficiency and service. The CAA principle activities cover:

• Airspace management
• Air traffic control
• Traffic and flight information
• Navigation services
• Aeronautical information
• Safety and regulatory services
• Rescue and fire-fighting services.

The CAA was established by the Commonwealth Government as a semi-commercial statutory authority on 1
July, 1988, and became a Government Business Enterprise on 14 June, 1990.
The FAC (Federal Airports Corporation) operates FAC airports in Australia, including provision and
maintenance of terminals, runways, taxiways and aprons.

INDUSTRY HEALTH AND CYCLES

Two decades ago, General Aviation was riding high. Traditionally regarded over many years as the basis for
civil aviation as a whole and the key to overcoming the nation’s tyranny of distance, it was a growth industry.
The Department of Civil Aviation was continuing to develop improved facilities, light aircraft sales were
booming, the pilot population was burgeoning, and all manner of commercial services were prospering.
Today the industry is in a substantially different state. The average age of GA aircraft is increasing.
Spare parts and maintenance, government charges, fuel, are all getting more expensive while the market for GA
services is in decline. The CAA’s services and resources are badly stretched and unlikely to improve. Employers
tend to hire less experienced pilots for less money. The aircraft that are operated today are on the whole far more
sophisticated than those that were flown twenty years ago; they’re therefore less tolerant to bad maintenance and
operational malpractice. Operators have found that financial margins have reduced, putting pressure to cut
corners with maintenance and safety. In several cases there has been direct pressure on pilots to break the rules
or else lose their jobs. Management in aviation generally is poor. This contributes significantly to lack of
profitability within companies.

WHY IS IT THE WAY IT IS?

Recession

Aviation has always reflected the health of the economy. The recession had the effect of halting any movement
of pilot’s up the career ladder. The major airlines stopped recruiting, the entrepreneurs couldn’t meet the
repayments on their new executive jets, and all around the country, flying activity slowed down. The number of
aircraft on the Australian Aircraft Register decreased. Freshly licensed commercial pilots were unable to find
flying employment.

Gulf War

The Gulf War during 1990 created economic havoc. Meanwhile, aviation around the world faced bleak times.
The common thread in the many contributing factors was the massive hike in fuel prices, besides creating jitters
for travel in and around the region. The world’s airlines collectively lost $3.2 billion for that financial year.

Pilots Dispute

During August 24, 1989, 1648 domestic pilots of the AFAP (Australian Federation of Air Pilots) resigned en
masse in support of a pay claim. The dispute lasted for eight months which was a watershed for the Australian
airline industry. Relatively few have returned to the airlines with over 500 pilots taking jobs overseas. A large
intake of foreign pilots into Australian airlines resulted.
The job market was dealt a severe blow. For the first time in the history of aviation in this country, a
large number of pilots moved down the ladder from the airlines to secure low paying jobs in GA. The influx of
these highly experienced pilots into what was traditionally a learning platform for many junior pilots, turned the
norm upside down.

Cost Recovery

More than 85% of the CAA's income, totalling $670 million in 1992/93, comes from aircraft operations which
are directly related to the number of people flying. Aircraft owners/operators are charged on a user pays basis.
Increased operating charges have been crippling (aeronautical charts up from $2.50 to $8.50 as just one
example). Avgas (aviation gasoline) aircraft pay an avgas excise of 23 cents per litre, meaning that a Cessna 172
flying from Melbourne to Sydney would pay about $30. Avgas aircraft also pay terminal navigation charges at
the six capital city primary airports. Aircraft landing at other airports listed in the ERSA (a CAA publication
with airports in it) can expect to incur a landing charge based on the aircraft weight.
The CAA charges for a large range of regulatory services, mainly at specified rates. These services include:
• Flight crew examination and licensing.
• Air Operator's Certificate (AOC) approvals.
• Registration and certification of aircraft.
• Aeronautical information publications.
• Flight tests associated with licences and ratings.

Other regulatory services where work involved can vary significantly are fully cost-recovered on a quoted fee-
for-service.
In conclusion, the CAA is trying to meet the Government demands to make the aviation industry carry
all the costs of the country’s aviation infrastructure.

Airline Cadet Scheme

Traditionally, pilot’s for the airlines came from the Defence Force or from General Aviation. The GA pilots who
were selected usually had considerable experience and their departure to the airlines meant that a position in GA
had become available and everyone shuffled up the GA career ladder. As a result, a position at the bottom of the
ladder became available for a fresh newly qualified commercial pilot. The introduction of the airline cadet
scheme had the effect of bringing people straight from a non-flying background (usually school), putting them
through flying training and straight into the airlines. This bypassed GA and, as a consequence, virtually halted
any pilot movement through GA. Experienced pilots at the top of GA stayed at the top of GA instead of moving
into the airlines. The majority of pilots completing their flying training were unable to find employment.
Steadily a huge oversupply of pilots in GA developed.

US Public Liability Laws On GA Aircraft Manufacturers

Product liability laws in the USA have reduced the once great North American light aircraft industry to a
shadow of its former self with nowadays Piper and Mooney being the only GA manufacturers who are
producing light aircraft in any numbers. While in 1978 the US industry delivered over 18,000 aircraft, in recent
years they are battling to make the one thousand mark. Almost all of this demise is directly attributable to what
is widely considered to be unfair, unethical and almost comically absurd product liability laws. Product liability
payments increased from $US24m to $US210m in 1986, and this is the area that is considered to be the most
important to revival of the GA industry. Legislation is now being considered which will limit the award of
punitive damages in product liability cases.

Increasing Government Charges On Businesses

The implementation of various Government policies regarding small business have played havoc with GA
operators. A small business has the burden of all sorts of taxes such as payroll tax, provisional tax and workers
compensation to name but a few. Over the last few years, the Government has introduced FBT (Fringe Benefit
Tax), Staff Training Levies (which has since been scrapped) and Compulsory Superannuation. For operators
conducting business on wafer thin margins (which was the majority), these charges were the last straw that
broke the camel’s back. One of the largest flying school’s at Sydney’s Bankstown airport sacked all it’s
instructor’s on the eve of the introduction of Compulsory Superannuation. The sacked instructors were asked to
setup a shelf company the next day and come back as contractor’s if they wanted to continue flying. If the
operator had kept the instructors on full-time, the school would of had to close it’s doors within a very short
time.

DOA To CAA

All the above sounds gloomy however, positive things did happen within aviation. The most notable was the
change of the old DOA (Department of Aviation) to the new CAA.
Much of the imputes for massive structural change came from Dick Smith’s book “Two Years in the
Aviation Hall of Doom” in which he went head to head with the unyielding bureaucrats that in his, and the
industry’s opinion were largely administering rules and regulations that were frequently outdated and in many
cases actually reduced safety standards in real terms.
Change did occur and Dick Smith became chairman of the CAA in early 1990. Dick Smith worked
relentlessly to bring Australian civil aviation in line with world practice. Dick Smith ended his two year term
during February, 1992 after successfully tackling most of the deficiencies he listed in his book.
Dick Smith reduced CAA operational costs in areas considered to be inappropriate or superfluous to its
charter, which is safety regulation and supervision, and of directing the savings thus achieved into providing a
better safety management for the industry.

STATISTICS

Analysing statistics helps to form a picture of the industry. The following statistics will give you an overview of
the cycles and state of the aviation industry.

Aircraft On Australian Register

The number of new entries onto the Australian aircraft register is listed below.

Year 70/74 75/79 80/84 85/89 90/91 92/93

No. 1159 2827 1289 589 264 193

A decline in the number of new aircraft put on the register is evident. As at December 1994, there were a total
number of 9,501 aircraft on the register.

Aircraft Movements

A trend of decline in the number of aircraft movements in Australia over 1991/1992 within GA is evident.
Thereafter, movements increase indicating an increase in activity.
 89/90 90/91 91/92 92/93 93/94
Bankstown 457,461 399,875 375,306 405,446 417,605
Total 3,498,019 3,423,925 3,351,518 3,472,910 3,567,093

Bankstown is used here because it is Australia's busiest airport.

AIRPORT MOVEMENTS

4,000,000

3,500,000

3,000,000

2,500,000

2,000,000 Total

1,500,000

1,000,000

500,000
Bankstow n
0
89/90 90/91 91/92 92/93 93/94

Flight Crew Licences

A snapshot of current holders of flight crew licences, October 1994.

Airline Transport 4,624

Commercial 11,600
Private 23,204
Student 1,753

LICENCE HOLDERS
Student Airline

Commercial

Private
General Aviation Activity

Hours Flown ('000) 88/89 89/90 90/91 91/92 93/94

Private 268.5 302.2 275.9 258.8 261.9

Business 239.6 284.6 269.1 214.6 202.7
Training 403.0 480.8 468.7 425.1 434.0
Agriculture 144.4 151.2 122.1 79.0 94.4
Aerial Work 281.1 299.8 295.1 261.7 294.6
Test/Ferry 33.5 33.9 30.6 29.6 26.3
Charter 391.0 485.3 366.5 387.2 413.1

Total 1761.2 2037.8 1828.1 1656.1 1727.1

ANNUAL HOURS FLOWN

2500
Hours Flown 000's

2000
1500
1000
500
0
88/89 89/90 90/91 91/92 93/94

Year

The above statistics show a picture of an industry that has been in decline over the last few years but is now on
the upturn. Now is probably the best time to start your training. In the next few years, opportunities will abound
for the suitably qualified pilot.

To get the latest update on statistics that are shown here, ring "DoTC, "General Aviation" AVSTATS,
(06) 274 7720.
 Chapte
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TRAINING

T his section will hopefully show how to plan the training section of your flying career. You've decided you
want to go ahead and pursue an aviation career. How do you proceed? What qualifications do you need?
How do you go about getting the necessary experience? Is there a reasonable way of working towards a
flying career?
Good planning will entail laying out a well defined training program to minimise expense and time
wastage while acquiring necessary qualifications. With any career field, one can accomplish goals via various
paths. Flying takes no exception. Each licence entails completion of a syllabus. Each syllabus is a series of
clearly defined lessons, each with specific performance targets. Initial training is designed to assist students to
learn all the basic handling skills and rapidly improve those skills as the lesson progresses. As training
progresses, emphasis is placed on making you a safe, competent pilot with a professional attitude.

THE AIRLINE CADET PATH

For airlines (Qantas and Ansett) to protect themselves against any pilot shortage they took the initiative to
provide career tracks for pilots. This coincided with the realisation that qualified people coming from GA were
not suitable for airline work. These people had flown single pilot (as opposed to a multi-crew environment such
as an airline) for all of their commercial flying and to transition them into a multi-crew environment proved
difficult. Teaching an old dog new tricks proved expensive, time consuming and not generally effective. The ab-
initio program trains the zero time pilot aspirant, taking the individual through an intensive and comprehensive
course that prepares him or her for airline flying. Although the ab-initio route is an efficient one, it probably will
never prove to be the single best route to an airline for all pilots.
Entry into the Airline Cadet Pilot Scheme is very competitive; what’s more, nobody involved with an
ab-initio program is guaranteed a job at the completion of their training. To date, all Qantas cadets have been
hired; some up to a year and half after completion of their course.

THE STANDARD PATH

The “Standard Path” way is the most trodden route where one pay’s to be trained to commercial licence
standard. All pilots must progress from student pilot to private pilot to commercial pilot to earn wages. On top
of this they may pay for additional training in the form of ratings. Ratings are extra areas of expertise added to a
licence. The CAA is responsible for all civilian pilots and has developed a series of syllabi that a pilot must
complete in full. Below is an outline of a typical sequence. Each level of training is explained at a
comprehensive level in Appendix One; along with a matrix showing costs of training by taking different training
paths.
When looking at flying training, you need to divide it up into the theory component and the flying
component. The practical flying component can be completed at any flying school. The theory component can
be completed usually at the same flying school or at various institutions i.e. TAFE. The completion of a
commercial licence usually requires that about 200 hours of flight training be completed. However, there are
several flying schools capable of “integrating” theory and flying together to create a superior level of training.
The CAA recognises these schools and allows them to test pilot’s to commercial standard after only 150 hours
of flight training. This is cheaper and a more thorough way to complete a commercial licence, however, this
may not be convenient to everybody.
 CAREER IN AVIATION

CAREER IN AVIATION

FLYING NON FLYING

⇒ Aeronautical Engineer
⇒ Maintenance Engineer
⇒ Air Traffic Controller
⇒ Ground Support
⇒ Flight Attendant
⇒ Military

CIVIL MILITARY

General Aviation Airline Navy Air Force Army

⇒ Charter Pilot - Fixed and Rotary Wing

⇒ Flight Instructing
⇒ Bank Data Runs
⇒ Crop Dusting/Spraying
⇒ Mustering
⇒ Parachute/Glider Launching
⇒ Aerial Photography
⇒ Fisheries Spotting
⇒ Coastal Surveillance
⇒ Police Airwing
⇒ Media Services
⇒ Corporate Flying
⇒ Commuter Airlines
⇒ Search and Rescue
⇒ Air Ambulance/Flying Doctor
⇒ CAA Examiner of Airmen
⇒ Management Pilot

Introduction

Initially you familiarise yourself with facilities and training schedule of your selected flying school. Then you
embark on a first flight which generally covers familiarisation of the local training area. You complete a medical
(explained in a later section) and if completed successfully, issued with a Student Pilot’s Licence (SPL). You
can begin flight training at 16 years of age.
Student Pilot's Licence (SPL)

The first licence to be obtained. This is a misnomer as we are students our entire lives, assuming we are
constantly learning new things. The SPL is required for all solo flights. When you have obtained a medical
certificate, an application form, available from your flying school, is completed for the issue of a student
licence. This is generally issued by the Chief Flying Instructor of the school. Once issued, a SPL is permanent
but requires a current medical certificate to be valid. When the CAA has processed the results of your medical
examination, they will mail out your Aviation Reference Number (ARN). This number must be quoted when
applying for further licences, sitting for exams or when corresponding with the CAA.
You now begin your ab-initio (or basic) training. The syllabus takes approximately 28 hours of flight
time to complete. At approximately the 12 flight hour mark...

First Solo

This is your first flight on your own. A huge milestone in your flying career. You take-off, fly the aircraft
around the airport circuit and land. The time at which you go solo will depend on a number of factors including
your ability, the time interval between flying lessons and the suitability of weather. On average, students take
between eight and twenty hours of dual instruction before flying solo for the first time.
From this point on, your flying training will be divided up into "dual" flights with your instructor on
board and "solo" flights by yourself to consolidate training. To avoid any bad habits from developing, you will
not be allowed either to accumulate more than 3 hours consecutive solo flight time or go solo after a break of
more than 30 days, without being checked out in the air by an instructor.

You'll need a minimum of 20 hours flight time to proceed to the next stage.

General Flying Proficiency Test (GFPT)

During this flight test you must competently demonstrate your ability to manage the aircraft in all phases of
flight. The test is conducted with an approved testing officer. With successful completion of the test you can
now carry passengers within 5 miles of the airport and to the local training area.

Private Pilot's Licence (PPL)

The PPL syllabus takes about 52 hours to complete. Essentially it is an extension of the GFPT. The navigation
exercises (called navex's) now commence. You are taught the practical skills and airmanship required to safely
fly to distant locations. You are also taught how to manage fuel, flight logs, radio communication and transition
through different airspace. These are reinforced and consolidated before your PPL flight test. An approved
testing officer conducts the flight test which lasts about 2.5 hours flight time. You demonstrate your skills by
departing for a round trip, landing at several airfields en-route. You must show that you can divert to an
alternate airfield enroute if the weather closes in. You must competently demonstrate planning and management
of the flight, observing all procedures and rules, navigation and radio work. Airmanship must also be
demonstrated. After passing the PPL flight test, all area restrictions will be lifted on your licence and in good
daytime weather conditions, you can fly anywhere in Australia.
Various theory subjects must be completed before you sit for the PPL flight test. Theory subjects covered are:
• Flight Rules and Air Law.
• Aeroplane Performance.
• Navigation.
• Meteorology.
• Aircraft Systems.
• Flight Planning.
• Weight and Balance.
TYPICAL CAREER PATHS A GENERAL AVIATION PILOT CAN FOLLOW

* Grey areas denote training

Private Licence

Commercial Licence

Fixed Wing Rotary Wing

Instructor
Instructor Rating Instrument Rating Agricultural Charter
Rating Media
Mustering
Search & Rescue
Examiner
Single Engine Single-Engine Crop Dusting Management Pilot
Basic Instructing Charter

Instrument Rating Multi-Engine

Charter

Multi-Engine
Advanced
Instructing

Senior Instructor / Airline Licence Corporate Senior Pilot /

Management Flying Management

CAA Examiner

Supplementary
Airlines

Major Airline
The PPL theory exam lasts for 3.5 hours and is comprised of about 120 multiple choice questions. The number
of questions varies due to the weighting of each question.
At completion of your PPL flight test, you have a number of options. You could complete a NVFR
(Night Visual Flight Rules) syllabus. This allows you to fly at night in good weather. Alternatively you could
progress directly to command time building.

Command Time Building

This is an important part of your training. It is here that you build confidence and skills necessary for
commercial flying. It is the middle block of training between PPL and CPL.
Command time building can be done in a multitude of ways. To get the most out of command building
it is suggested that you experience a multitude of flying conditions. Conditions should vary from the high
altitudes of the Snowy region to the desolation of the Northern Territory. Flying around Australia is a popular
option not always pursued by flying schools. Some students just hop in an aeroplane and travel on numerous
flights that are within a few hundred kilometres of their training aerodrome.
One flying school at Bankstown undertook a month long flying tour to China. The total trip took
approximately 80 hours. the aircraft departed from Bankstown before tracking to Darwin, the Philippines, Hong
Kong, then up the east coast to Shanghai and Beijing, before returning along an inland route to Hong Kong for
the trip home. This command building flight added substantially to the pilots flying experience.
The amount of flying time for this section depends on whether you take additional training in the form
of ratings. Essentially you need a minimum of 180 hours flight time if on a CAO course or 130 hours flight time
if on an integrated course to proceed to the next stage.

Commercial Pilot's Licence (CPL)

The commercial syllabus is an extension of the PPL syllabus except that the student is expected to complete
syllabus items to a higher standard. The CPL flying part of the syllabus is approximately 20 hours of flight time
in duration. A candidate is also required to complete a constant speed endorsement (training to use a variable
pitch propeller). Candidates may also complete a retractable undercarriage endorsement which is for faster
aircraft equipped with landing gear that retracts during flight.

Before a candidate completes a CPL flight test they may have already completed an instrument rating and/or a
NVFR rating.
Various theory subjects must be completed before you sit for the CPL flight test. Theory subjects covered are:
• Aerodynamics.
• Flight Rules and Air Law.
• Aeroplane Performance.
• Navigation.
• Meteorology.
• Aircraft Systems.
• Flight Planning.

The commercial syllabus involves a navigation exercise covering a minimum of 300 nautical miles with 2
landings enroute. Before you attempt the CPL flight test you must do a recommendation flight.
For the CPL flight test you will fly with an approved testing officer under the same conditions as the
PPL flight test but to a much higher standard. By this stage your performance is bright, polished and
professional. Passing the CPL means that your flying will be at a standard where passengers will be prepared to
pay money to fly them anywhere.
At the completion of the CPL flight test you should have approximately 150 flight hours if completing an
integrated course or 200 hours flight time if completing a CAO course. You can increase your skill level by
completing an instrument rating if you have not already done so or perhaps completing an instructor rating.
Alternatively you may just look for your first flying job.

Airline Transport Pilots Licence (ATPL)

A pilot must have acquired 1500 hours flying experience before he/she can qualify for the issue of an ATPL. A
pilot therefore has to be flying on a commercial licence for usually a minimum of two years to accrue the
experience. However a pass in the theory examination can be earned at any time once the candidate has a CPL.
A pass in the ATPL theory is perpetual i.e. though it might take a candidate several years to accumulate 1500
flying hours, the theory pass will still be valid.
The theory subjects are:
• Instrument Flight.
• Multi-engine Aerodynamics.
• Aeroplane Performance.
• Gas Turbine Principles.
• Flight Rules and Air Law.
• Upper Level Meteorology.
• Navigation.
• Flight Planning.
• Human Factors.

The ATPL examination demands the very highest standards. Potential candidates are well advised to obtain a
detailed syllabus from the Civil Aviation Authority or aviation publication supplier. All licences remain valid in
perpetuity, but to exercise the privilege of a licence the pilot must hold a valid medical certificate and meet the
specified recent experience requirements.

HOW MUCH? HOW LONG?

The information below is to be used as a guide only. Prices and duration vary significantly from school to
school.

Individual Course Type Duration Approximate Cost

GFPT/PPL Syllabus 50 hours/20 weeks $7,500
Command Experience Depends on the amount that you need to do.
CPL Syllabus 20 hours/3 weeks $4,800
ATPL Theory 8 weeks $1,500
Command Instrument Rating 35 hours/4 weeks $6,800

Duration and Cost for Courses commenced from Ab-initio

CPL Advanced Certificate in Aviation 42 weeks $24,000
ATPL Associate Diploma in Aviation 84 weeks $33,000

WHICH AIRCRAFT?

For your GFPT and PPL flying training, you’ll be using flying training aeroplanes. There is a fairly wide range
of training aircraft available from flying schools throughout Australia. The difficulty is deciding which one is
for you. Ultimately there is not much difference between them in terms of performance and handling.
Initial training is in a basic fixed undercarriage, fixed pitch propeller, two or four seat trainer, with
simple systems and modest performance which serves very well. Training aircraft are low powered and
reasonably economical, both in terms of maintenance and flying costs. They're very manoeuvrable and won't
become unpredictable in normal circumstances. The beauty of the trainer characteristics is that it allows you to
learn plenty in terms of handling. Ultimately the choice in trainers would come down to whether you want to
learn to fly in a high wing (C152/C172) or low wing (Piper Warrior) and the cost per hour of the aircraft.
The C152 would be suitable for ab-initio training then progress onto something like the Piper Warrior
for the navigation sequences. This larger aircraft is a touch more stable and rides the bumps a little better.
Ample cockpit room allows easy reading of maps and charts.
The Cessna C150/152 is the world's most popular basic trainer. In sheer numbers produced, from 1958
until 1985, Cessna built over 30,000 of these aircraft. A very responsive aircraft, the C152 gives a cruise speed
of 95 knots and is ideally suited for pilot training. Perhaps you would feel more comfortable in a larger
aeroplane like the Piper PA-28 Cherokee Warrior which seats four people and cruises at 105 knots.
The Piper Archer PA28-181 is ideal for cross country navigation sequences, an excellent 4 seat touring
aircraft with a 120 knot cruise speed makes it ideally suited to PPL flying training.

TEXT BOOKS, DOCUMENTS AND PUBLICATIONS

Once you decide to become a pilot, the paper work starts. You’ll require text books, documents and
publications.

CAA Publications Centre

The CAA Publications Centre handles enquires, sales and distribution of aeronautical documentation like the
AIP, ERSA, CARs, CAO's, syllabus of examination and study texts for Flight Crew. Phone enquires and orders
are welcome on (freecall) 008 331 676 or 1800 331 676 (Australia- wide). The Publications Centre excepts most
credit cards and despatches orders generally the next day. Mail orders to:

CAA Publications Centre

PO Box 1986,
Carlton South, VIC, 3053
or
Fax (03) 347 4407

Trevor Thom - Aviation Theory Centre

The finest text books in the country are produced by Trevor Thom. The Trevor Thom Pilot Training Manuals
and Courses are produced and published by the Aviation Theory Centre. The texts are available from Pilot
Supply Shops, most flying schools and Aero Clubs. Alternatively they may be obtained direct:

Aviation Theory Centre

131 Nelson Place
Williamstown, VIC, 3016
Ph: (03) 397 2011
Fax: (03) 397 1675

The information is put together by Captain Trevor Thom and his team in a style that is both comprehensive and
easy to read. Available in two packs, every concept is logically and
comprehensively explained within the kits with ample practice
exercises.
The Student Pilot Kit contains the Student Pilot Manual, the
Flying Training Manual, a Pilot's Logbook, The Flight Radio For
Pilots Manual and a copy of the CAA Syllabus. There is sufficient
study material to take the student up to the GFPT.
The Private Pilot/Commercial Pilot Kit in four volumes will
ensure that students are well equipped for study, complementing their
ground schooling. Included are: Aircraft General Knowledge and Aerodynamics, Meteorology and Navigation,
Aircraft Operations, Performance and Planning (including performance charts, weight and balance data and
flight planning and Flight Rules and Air Law). Also available are The Instrument Rating Manual's (one and two)
to supplement your study toward the instrument rating.

ADDITIONAL TRAINING COSTS

The following is an estimated list of additional charges that are usually not included in course costs by flying
schools for the cost of pilot training. This list should be taken as a guide only.

General Flying Proficiency Test

AIP's $50.00
Log Book $16.60
Aircraft Manual $20.00
Visual Terminal Chart (VTC) $ 6.50

Private Pilot Licence

CAO's $24.00
CAO's Binder $ 9.90
CAR's $29.50
ERSA $ 9.50
VEC/VTC Complete $18.00
PCA A and B $ 1.70
WAC $13.00
Plotter $13.90
Circulation Navigation Computer $35.00
Aircraft Manual $20.00

Commercial Pilot Licence

Aircraft Manual $35.00

Command Instrument Rating

Beechcraft Duchess Manual $35.00
DAP's East or West $ 9.50
ERC/Area Chart Complete $ 8.50
ERC (Low) Complete Package $ 5.00

Airline Transport Theory Subjects

Manual of Meteorology Volumes 1 & 2 $34.90
Boeing 727 Examination Manual $24.95

Instructors Rating
AOPA Flight Instructors Manual $ 75.00
Principles of Learning Booklet $ 25.00
Overheads/Briefing notes $200.00

CAA Amendment Services (12 months only)

AIP's $ nil
CAR's $ nil
CAO's $10.80
ERSA $42.00
DAP East or West $11.40
VEC/VTC $28.00
PCA A&B $ 5.40
ERC/Area Charts $19.00
ERC (Low) Complete $12.00

Additional Pilot Requirements

White shirts (three) $ 90.00
Blue Trousers (one pair) $ 80.00
Blue Jumper $ 60.00
Flight Bag $ 95.00
Headset $180.00
CAA Examination Fees
PPL $ 46.00
CPL $ 52.00
Instrument Rating $ 88.00

CAA Licence And Endorsement Fees

Student Pilot Licence $15.00
General Flying Proficiency Test $25.00
Private Pilot Licence $20.00
Commercial Pilot Licence $50.00
Endorsement (eg, Instrument Rating) $20.00

Accommodation (If required)

Some flying schools have accommodation on the aerodrome or within close proximity for those who have
travelled considerable distance for the courses. Approximate costs are:
Bed and breakfast (hotel style) $120.00/week.
Bed and full breakfast (hotel style) $150.00/week.

THEORY

There are a number of Flying Schools offering tutoring or classes specialising in ground schooling. These are
conducted after business hours or on the weekend. Theory can also be completed at various Universities as part
of a tertiary course or done by correspondence through the Aviation Theory Centre. A syllabus for any licence
or rating is available from the CAA Publications Centre.

Type of Exam Course Duration (Full-time)

PPL 4 weeks
CPL 5 weeks
ATPL 6 weeks
Instrument Rating 4 days

The PPL, CPL and IREX (instrument rating) exams are conducted in a single seating and is of multiple-choice
format. Caution has to be exercised to see that the school teaches you everything in the syllabus and not just
enough to pass the exam.

Type of Exam No of Parts Time Allowed Hrs % pass rate

PPL 1 3.5 70
CPL 3 6.0 75
ATPL 4 9.5 60 each part
70 overall
Instrument Rating 1 3.0 80

Note: The ATPL exam is arranged to run over two days.

It is prudent to point out at this stage that your ATPL (Airline Transport Pilot Licence) subjects need not be
completed until you are ready to apply for the ATPL (you need a minimum of 1500 hours total flight time).
Most commercial pilots don’t complete their ATPL theory till they have been flying commercially for quite
some time. Since an ATPL course is approximately 8 weeks in duration, it makes it difficult if one is employed
to take the time off to complete the theory. It is for this reason that perhaps it is wise to complete your theory
before you score your first commercial flying job.

WHERE DO I TRAIN?

Training in a controlled airspace environment especially with the congestion on weekends has it’s merits. Once
a new pilot has trained under these conditions they will cope with a broader variety of flights into busier control
zones.
One also needs to consider the closeness of the Training Area. If the training area is considerable
distance away then a lot of your money is going to be wasted by travel time to the Training Area. Length of taxi
time also needs to be considered. It takes time to taxi to the end of a runway that is more than a kilometre long;
this taxi time you are paying for.
Weather can have a considerable effect on your flying training. It's best to select a location where
prevailing weather and visibility is reliable to allow continuity in flying training. Prolonged forced breaks in
flying activities because of marginal weather does not do much for continuity in skill learning. Once you have
decided what airport to train at, you must carefully look at what flying school you will train with.
WHAT TO LOOK FOR IN A FLYING SCHOOL

Go and check out the school. You may not initially be able to judge the technical
proficiency of the instructors at their jobs, but you can certainly look for indicators
which give you clues. Look for anything which indicates their approach to work.
Telephone manner, physical appearance of the school, the state of it’s buildings,
facilities, and it’s aircraft, are all valuable clues. Perhaps most important is the
appearance, deportment and behaviour of the instructors. When you walk into the
office are they standing upright or are they slumped behind the counter? Do they wear
uniforms or not? Are they cheerful and helpful or do you get the impression that they
would prefer if you weren’t there? Some may argue that any or all of these are cosmetic only, and of no real
importance. Perhaps so. The novice, who cannot really judge how good the training is until possibly many years
later, would be wise to use any indicators available and which can be readily comprehended. Aviation is a
people business. The human factor is all important because the consequences of human error can be devastating.
The basic features of people management are common to good flying schools everywhere: the nurturing of skills
and self confidence; the pursuit of wisdom (as a pilot would understand the term); and the obsession with
standards.
Beware of advice from people with vested interests. If the person providing the advice stands to make
money out of the advice given, then a conflict of interest inevitably exists and the advice must be considered
suspect. Think: “What’s in it for them?” The usual traps are paying out a large amount of money up front,
perhaps committing to a full CPL course if you are not sure that flying is for you, or doing extra ratings and
endorsements which are unnecessary.
Beware of the flying schools using terms such as “Airline Pilot Intake” or “Airline Cadet Training
Course”. Although it may be technically correct that a graduate of such a course will be qualified for an airline
position, students should not be misled into having the impression that this is what will happen on completion of
their training.
Ensure the school operates on full proper briefings for each lesson - not "if time allows". Briefings are
intended to help allow students acquire a clear understanding of the principles involved in flying. These should
be provided for all students on a 1 on 1 basis. The lesson format should be:
• Long Brief
• Pre-flight Brief
• Flying Lesson
• Debrief.

Does the school offer training in an integrated format or does it only cater for students wishing to complete the
CAO course? Does the school offer Associated Diploma Courses or Degree courses? Are the schools courses
accepted by tertiary institutions? Are they approved by, for instance, The N.S.W. Vocational, Educational
Training Accreditation Board (VETAB) as qualification for the Certificate of Aviation (PPL), Advance
Certificate in Aviation (CPL) or the Associate Diploma of Applied Science (ATPL). Some Universities
recognise CPL courses as the equivalent of a major in their BA award.
The best indication of a flying school’s commitment to aviation is its flight department. If the flight
department is well equipped, with simulators, recent vintage aircraft, a plentiful fleet relative to the size of the
student body, a good sized instructional staff, an apparently fine maintenance program, and good marks from the
CAA, you can be fairly well assured that your money and time will not be wasted there. The local Flight
Standards Office of the CAA, which has to inspect and oversee any CAA approved school, can be of great help
in evaluating.
Additional things to check are: good simulators, a provision for plenty of ground time with instructors,
ample work space, an organised aircraft dispatch setup, single and multi-engine aircraft for advanced training,
and reasonable access to facilities that assist with instrument flying. Ask around among professional aviators
about the reputation of any school at which you are thinking of enrolling.
Having to fight for the attention of an under-staffed faculty or being obliged to use the over-utilised
equipment can make your pursuit of an education difficult. Make sure the school you choose is adequate in all
respects. Is there a low ratio of flying instructors to students or is it a meat market for instructors? Do you stay
with one instructor for the duration of your training (preferred) or are you handed around to who ever is
available?
Don’t select your flying school on the basis of the lowest price. This is a particularly foolish and short
sighted strategy. No future employer will care whether you saved $150 on the price of a course which cost
perhaps $25,000 or more to complete. The only thing he/she will be interested in is the reputation of the school.
Comparing costs on the basis of hourly rates is pointless for two reasons:
(1) It is a poor indicator of the quality of the school; and, in any case;
(2) Higher quality training often means you end up reaching the required standard in less hours anyway, and
therefore you save money overall.

Beware of schools that claim a fixed price to attain a licence. Individuals learn at different rates, and some
people will learn more quickly than others. It is the completion standard which is important - not the number of
hours flown.
Go for a half-hour Trial Instructional Flight (TIF) to gauge the professionalism of the school.
Incidentally, this flying time should be put into your logbook.

PART-TIME? FULL-TIME?

Possibly one of the things that distinguishes aviation from other professions is that the student can choose to
qualify at his or her own pace. It ought to be stated however, that it has been conclusively proved that the
cheapest and most efficient way to learn to fly to an advanced stage is by an intensive, daily flying program.
This is not to say that training part-time won’t produce a professional pilot, but it makes it difficult.

TERTIARY COURSES

The simple fact about tertiary education is that you should get some sort of tertiary education because it will
mean more money down the road. Airlines in the U.S., Japan and to some extent, the U.K. require airline pilot
applicants to hold some kind of degree. Major airlines in Australia have indicated that in the near future they
also will be heading in the direction of an applicant holding a degree.
It is interesting to note that pilots function quite well without a degree (how is an arts degree going to
help a pilot fly a 747?). Airline companies require some sort of systematic filtering format to screen the “perfect
pilot” from the general population. A study done by United Airlines in the U.S. showed this perfect pilot to be a
good long term company man who followed orders, yet could think and make decisions, if he/she had to. This
pilot was physically able to fly, and pass medicals for long periods of time, making himself a good investment
for airline training. There were multitudes of other criterion United looked for. After all was said and done, they
concluded that tertiary education had nothing to do with how perfect one would be as an airline pilot. Tertiary
education hasn’t proved anything but a filtering device for employers to use - relative to pilots.
Recently though, various institutions have taken the initiative to turn this around. The University of
Western Sydney consulted with the aviation industry and basically asked “If a tertiary qualified person applied
for a position with your company, what would you have liked him/her to have studied?” The UWS then put
together a degree course based on this information and called it the Bachelor of Aviation Studies.
Broadening your education widens your opportunities... no doubt about that. If, for some reason, your
licence is cancelled or temporarily revoked (possibly due to medical reasons) then one has the education to
remain in aviation by taking up perhaps a management position in operations with an airline.
All sorts of different courses are run by all sorts of Universities and TAFE’s. For instance, Griffith
University and Queensland University of Technology offer Aviation under the Faculty of Applied Science.
Bond University have the school of Information and Technology Science. At the end of three years, students
emerge qualified not only for the ATPL but also a Bachelor of Information and Technology with Aviation as a
Major plus an Associate Diploma of Applied Science - Aviation. A Diploma of Aviation Studies and Bachelor
Of Aviation Studies is offered by University of Western Sydney.
To find out where courses are run, contact any University direct or peruse the University Course
Directory available from most good book shops and newsagents.
Flying Schools can offer tertiary courses but ensure that the course is recognised by the government as
being to tertiary standard. The Vocational Education Training and Employment Commission grant accreditation
to flying schools who pass stringent criteria.

The Bachelor of Aviation Degree

To give you an example of a typical course we'll look at the UNSW

course. The course offered by the University of New South Wales is
of high quality and is cost effective, for it offers specialised academic
tuition and personalised flying instruction in a variety of aircraft. The
course takes three years to complete full-time. At the completion of
the degree, the graduate should have:
 • Commercial Pilots Licence and ATPL Theory,
• Multi-Engine Command Instrument Rating and either,
• Grade Three Flight Instructor Rating or LightJet Endorsement.

Syllabus of study includes the following:

Science
• Dynamic Meteorology, Aviation Physics.
• Atmosphere Science.
• Mathematics for Aviation.
• Computing.

Engineering
• Aircraft Performance, Aviation Aerodynamics.
• Aviation Propulsion, Airframe Analysis.
• Engineering Experimentation.
• Principles of Instrumentation.
• Aircraft Systems, Mechanics of Aviation

Professional Studies
• Crew Resource Management.
• Human Factors in Aviation.
• Language of Management.
• International Studies.
• Economics of Management.
• Management Communication Skills.

Crew Resource Management

(This ensures the graduate pilots fully understand the interpersonal relationships between flight crew and human
factors in flight, as well as the managment skills necessary for command.

The Bachelor of Aviation Degree is recognised around the world. The degrees advantages include:-
• The Bachelor of Aviation degree INTEGRATES the theory and practice of flying. This is the optimum way
of learning to fly.
• Aviation students spend a minimum of 250 hours flying. Training is conducted over block release each year
so that techniques of piloting are re-enforced and flying skills are optimised.
• Aviation subjects normally associated with pilot licence requirements is undertaken during the block release
periods for flying at the airport base.

For further details, apply to:-

Department Of Aviation
The University of New South Wales
Sydney, N.S.W, 2033.
Ph: (02) 385 5756
Fax: (02) 663 1222

The Bachelor of Aviation Studies Degree

The Bachelor of Aviation Studies differs from the Bachelor of

Aviation in that it has a management emphasis as opposed to an
engineering flavour that the Bachelor of Aviation degree has.
The University Centre for Aviation Studies (UCAS) is the
aviation campus of the University of Western Sydney, Macarthur
located at Bankstown Airport on the outskirts of Sydney. The University Centre for Aviation Studies was
established to offer prospective pilots an improved educational foundation in the aviation disciplines while at the
same time providing them with flying training of a high standard appropriate for a career as a professional pilot.
To meet these objectives, programs at UCAS have been designed and developed with a strong input from the
airline industry.
All flying training and education conducted by UCAS forms an accredited part/component of the
Degree. Thus students seeking flying qualifications to enter the Aviation Industry will be able to complete their
flying courses at UCAS then enter the industry (in a minimum amount of time) with the option of completing
the remainder of the Degree at a later date (either full-time or part-time).
All aviation sequences of the degree are delivered by UCAS at Bankstown Airport. Students electing to
follow a non-aviation stream for the later part of the course will take these subjects at either the Bankstown or
Campbelltown campus of the University.
The Degree is available through the following study modes to meet the needs of individual students:
• Full time study with integrated flying (three years);
• Aviation sequence (flying plus theory) on a full time basis (one year) with the completion of the remainder
of the Degree by subsequent part time or external (1996) study; or
• Part time study.

The Bachelor of Aviation Studies is a 4.0 SLF (Subject Load Factor) course, which includes a 240 hour
combined flying and simulator component as a fully accredited part of the course. The Degree can be completed
in 3 years if undertaken on a full time basis.
There are two intakes for the full time degree per year, one to coincide with start of the University
autumn semester and the second to coincide with start of the University spring semester. The first year of the
course covers the Commercial Pilot Licence and supporting theory.
The Degree course has a strong early focus on the core aviation subjects, which will be compulsory for
all students. The total aviation sequence, including flying to Commercial Pilot Licence (CPL) plus Instrument
Rating or Instructor Rating and including airline transport theory, has an SLF value of 2.75. The aviation
subjects encompass all necessary CAA examination requirements but with assessment also being conducted in a
university setting.
Students will then have the opportunity to continue their studies in the Aviation Management Sequence
as one of the Elective Sequences of the course. This sequence includes subjects such as airline business
management, professional practice in aviation, air safety, and airport management. Alternatively, students will
also be able to select their Elective Sequence from non aviation strands.

Course Duration: Three (3) years full time.

Entry Requirements: TER minimum 55 for 1994 HSC or

Equivalent experience or qualifications (mature age student).
Medically fit for flying training
Faculty assessment

Flying Sequence: 240 hrs includes:

Commercial Pilot Licence
Multi-engine Command Instrument Rating or Instructor Rating

Major Fields of Study: Aviation sequence (compulsory). i.e. theory up to the Airline Transport Pilot
Licence Theory
plus one of the following:
Aviation Management Asian Studies
Computing Psychology
Management and Marketing Finance
Tourism.
To satisfy the requirements for the award of the Bachelor of Aviation Studies you need to attain 4.0 subject load
factors (SLF). The Degree contains the following components:
i) Flying Practicums (Flight Training) which equals 1.0 SLF;
ii) Aviation Sequence (1.75 SLF);
iii) Open electives (0.25 SLF); and
iv) Elective Major (1.0 SLF).

i) Flying Practicums
Flying Practicum 1 0.250 SLF
Flying Practicum 2 0.250 SLF
Flying Practicum 3 0.250 SLF
Flying Practicum 4A/B 0.250 SLF
ii) Aviation Sequence (compulsory)
Aviation 1 0.250 SLF
Aviation 2 0.250 SLF
Aviation Environment 1 0.250 SLF
Aviation Environment 2 0.250 SLF
Aviation Psychology 0.125 SLF
Human Factors 0.125 SLF
Airline Transport 1 0.250 SLF
Airline Transport 2 0.250 SLF

iii) Open Electives

Open electives to the value of 0.250 SLF can be chosen from the offerings of the University of
Western Sydney - Macarthur.

iv) Elective Major

Aviation Management

Note: This sequence is offered by UCAS at Bankstown Airport.

Introduction to Computers 0.125 SLF

Organisations and Management 0.125 SLF
Professional Practice in Aviation 0.125 SLF
Aviation Law 0.125 SLF

Any four of the following level 3 subjects:

Airline Business Management 0.125 SLF

Airport Management 0.125 SLF
Safety Management in Aviation 0.125 SLF
World Aviation Tourism 0.125 SLF
Information Management 0.125 SLF

Students who have previous flying qualifications or tertiary studies may apply for advanced standing on the
basis of those qualifications. Advanced standing will be assessed by UCAS on an individual basis.
For further details, apply to:

University Centre For Aviation Studies,

501 Tower Road,
Bankstown Airport, N.S.W., 2200
Ph: (02) 792 1588
Fax: (02) 792 2927

Associate Diploma of Applied Science (Aviation)

The Associate Diploma of Applied Science (Aviation) is a 2 year full-time course. Let’s look at what the
Sydney Institute of Technology has to offer. Subjects are:
• Aviation Studies.
• Flight Computation.
• Mechanics of Flight.
• Principles of Flight.
• Engine, Systems and Instrumentation.
• Aeroplane Performance and Operation.
• Meteorology 1.
• Flight Rules 1.
• Navigation 1.
• Night Visual Flight.
• Aviation Medicine.
• Multi-Engine Flight.
• Flight Planning 1.
• Meteorology 2.
• Flight Rules 2.
• Navigation 2.
• Flight Planning 2.
• Gas Turbines.
• Instrument Rating.
• Simulator Practical.
• Aviation Law.
• Survival.
• Firefighting.
• Human Factors in Aviation.
• High Speed Flight.
• Flight Deck Management.
• Vocational Communication.
• Flight Instruction or Computer Applications.

The course runs for 2 years full-time and costs $460 per semester. Full-time Courses are run during the day
between 9:30am - 4:30pm with course length:
• APL - Aeroplanes 18 weeks
• APL - Commercial 8 weeks
• APL - Air Transport 16 weeks
• Instrument Rating 2 weeks

Part-time Courses are run in the evening between 6pm - 9pm with course length:
• APL - Aeroplanes 36 weeks
• APL - Air Transport 36 weeks
• APL - Commercial 27 weeks
• Instrument Rating 10 weeks

Short Courses are also available at Sydney Institute of Technology include Flight Deck Management, Aviation
Law, Aviation Medicine and High Speed Flight. Course duration includes CAA examinations. For more
information contact:

Aviation Operations
Sydney Institute of Technology
Level 7, Building W
Broadway, N.S.W., 2007
Ph: (02) 217 3402
Fax: (02) 271 4021

SHORTCUTS

Shortcuts to train and secure employment in the aviation are out there... you just need to be open minded when
seeking out opportunities. One shortcut is to work while you train. A program that has been running for
sometime now is working as a security guard at night and train during the days. The security firm is liberal in its
flexibility in working hours so its easy to adjust your work to suit your training.
Another option is to train with your prospective future employer. Executive Air Pty Ltd in Darwin is
one such operator that generally only employ’s pilots who have trained with them. They train them the way they
want them and at the hiring stage they know exactly what product they are getting.
Doing an instructor rating with an expanding flying school generally puts you, if you produce quality
results, at the forefront for employment with that flying school at the completion of your training.

Aircraft Ownership Syndicates

A cheap way to build up aeronautical experience is to buy a syndicate in a small aircraft such as a Skyfox. The
Skyfox was built specifically for flying schools and recreation and is ideally suited to the role. The aircraft hires
for about $70 per hour. It is a tailwheel aircraft so flying this aircraft means a tailwheel endorsement would need
to be completed. Syndicates are advertised in magazines or generally advertised by word of mouth.
Ultralight Training

An inexpensive way to build aeronautical experience is in an ultralight aircraft. From there you can progress to a
small light trainer such as the Cessna 152.
An ultralight is an aircraft that is registered with the Australian Ultralight Federation (AUF) that has a
maximum take-off weight of not more than 450 kg for two seaters, or of not more than 340 kg for single seaters.
The AUF is the controlling body and is authorised by the CAA to provide pilot certification, act as a regulatory
authority and to assume responsibility of aircraft registration.
To become an ultralight pilot you need to satisfy the following:
• Minimum age of 15 years.
• Membership of the AUF is mandatory.
• A member of some ultralight club.

The duration of flight training for someone with no previous flying experience is about 20 hours. Annual
Membership to the AUF is $75. To find out your closest AUF Approved Flying School contact the AUF. Pilot
Certificates are price listed as:
• Student - $20.
• Pilot - $45.

The AUF can be contacted by writing to:

PO Box 286
Curtin, ACT, 2605
The head office is located at:
34 Fyshwick Plaza
59 Wollongong Street
Fyshwick, ACT, 2069
Ph: (06) 280 4702
Fax (06) 280 4775

ADDITIONAL TRAINING

Type Endorsements

For a commercial pilot to fly a particular multi-engine aircraft he/she must have completed appropriate training
on that aircraft and be type endorsed on that aircraft. The endorsement training entails that you are taught all the
systems of the aircraft and then given a few hours flying training on the aircraft. The type rating is only useful if
the prospective employer uses that type of aircraft in the fleet. A popular endorsement is on the Beechcraft
Baron. The Baron seats 6 people and travels at 175 knots. The training costs are around $330 per hour and you
would complete atleast 2 hours training if already multi-engine endorsed.
Type Ratings

A type rating is an addition to an existing licence that allows you to fly a particular aircraft weighing more than
5700 kg. A controversial issue is whether it is worthwhile for an individual to put an aircraft type rating on
his/her licence at his/her own expense in the hope of securing a job. Conventional wisdom states that this is not
wise. There is no guarantee of a job, a type rating is not much use without experience, and an operator/airline
must still spend money to train a pilot to its own Standard Operating Procedures (SOP's). The economic climate
at the moment has turned much conventional wisdom on it's head. A small number of people have had the
foresight to put a 767 on their licence as a result. Putting a commercial aeroplane on your licence is not cheap. It
is impossible to give general advice, and few chief pilots would offer a job on an individual promise of getting a
type rating. On the other hand, some will offer to help, at a price, and look to see how an individual performs.
Becoming known to potential employers is one of the big secrets of getting a job ahead of other people,
provided of course, that the chief pilot likes what he sees.

Aerobatics Rating

Completion of an aerobatics rating gives you confidence to fly an aircraft throughout its entire flight
performance envelope. It enables you to fly an aeroplane with confidence so that you can gain maximum
enjoyment. Your standard of competence is enhanced thus making you a true competitor in the flying job
market. Besides that it makes you a safe pilot by giving you the ultimate insurance policy - superior skill.
Airlines tend to prefer pilots to have some aerobatic experience.
A basic aerobatics course costs around $3,000 for a 15 flight hour course and covers such things as:
• Foundations of Aerobatics.
• Angle of Attack Control.
• “G” Stalling.
• Pitch and Roll Manoeuvres.
• Autorotation and Spinning.
• Escape from Mishandled Manoeuvres.

Multi-engine Endorsement

A multi-engine endorsement allows you to fly a particular multi-engine aircraft. The twin-engined aircraft is
more complex and tends to fly faster and further than their single engine brothers. The initial endorsement takes
approximately 7 hours to complete and is listed in detail in Appendix One. Flying a twin-engine aircraft is
expensive; roughly $195 per flight hour for a twin-engined Duchess. Completing a multi-engine endorsement
makes you a lot more employable for a charter pilot position.

Command Instrument Rating

A command instrument rating allows a pilot to fly in cloud, night and poor weather conditions. The instrument
rating allows a pilot to fly 99% of the time. A pilot without a rating can really only fly about 60-70% of the
time, depending on the weather. The weather varies considerably from appalling in the south to excellent in the
north. With an instrument rating, a pilot becomes more reliable. Just the requirement for a charter pilot. Having
the skills to fly multi-engine aircraft in all weather does makes you more employable. However the chances of
landing a position flying multi-engine aircraft from a raw commercial is low.
The entire rating is accomplished with a "hood" on the students head. This obscures your vision so you
can only see the instruments and not outside the aircraft. Keeping your instrument rating current or recent is
another factor to consider. Every year you need to do an IR renewal which costs anything from $200 to $500 to
complete. If your first flying job is flying VFR in single engine aircraft (most likely) then it’s an additional
financial burden to carry a rating that you are not using.
The Command Instrument Rating syllabus is outlined in Appendix One. The course can be integrated
with your CPL training if desired.

Night VFR Rating (NVFR)

A NVFR rating allows completion of flight after last light in good meteorological conditions. This rating a few
years ago was mandatory for commercial pilots; now it’s optional. It is highly advisable to complete a NVFR
rating, preferably at completion of your PPL training.
The NVFR syllabus is outlined in Appendix One. The course can be integrated with your CPL training
if desired.

Agricultural Rating

An agricultural rating allows you to use an aircraft for crop spraying, pest control and fertiliser spreading. Ag
flying involves flying at very low level (<50ft) and spreading all sorts of chemicals over a certain area with high
precision. If you don't mind a bit of hard work it can be financially rewarding. Ag flying requires flying to be
completed with no error. You also carry a heavy environmental responsibility.
To qualify for agricultural spraying you must train through an approved ag flying school. Minimum
training requirements are spelled out in the CAO's and normally require both top dressing and spraying
experience. A typical Ag course costs approximately $9,500. Though not compulsory in the industry, you may
pass the Agricultural Aviation Association of Australia exam. The Four-A's exam tests students knowledge of
spraying techniques, chemicals and general ag operations.
The low level approval course is designed for pilots with a need or interest in honing and formalising
their low level flying skills. The approval can be specifically requested for boundary or power line inspection. A
low level approval involves no less than eight hours flying.
Business is not at its best at the moment due to the battered rural economy. When the situation does
start to turn you can expect a lot of new pilot opportunities to arise.

Instructor Rating

To become a flight instructor (Grade 3) you require at least a commercial pilots licence. The Grade III flight
instructor syllabus is shown in detail in Appendix One.
The hardest part about getting the rating isn't the technical knowledge required, it's learning how to
communicate effectively from the right hand seat. Truly a challenge, yet the most rewarding kind. As a flight
instructor you develop better objectivity in your flying ability. This becomes even more important later on,
concerning ethics, safety and emotion.
There is concern that instructing for any period of time without expanding into other areas of flying, for
instance charter, can hinder your ability to get into an airline. If, at the completion of the course, you can
produce students, it is most likely you will be permitted to train these students at that school. This makes
instructing one of the best ways to break into the industry.
In Indonesia, Japan, Korea, Malaysia, Singapore, Taiwan and Thailand, there's virtually no general
aviation as we know it. There's no ready source from which airlines can recruit licenced and experienced
aircrew. Nor, in most cases, is the military allowed to be a training ground for the airline recruits.
The rapid economic growth of such countries means swift expansion of their airlines and a demand for
thousands of trained pilots over the decade. In the longer term those countries governments are determined that
their airline pilots will be nationals, not expatriates. That's where there is sizeable business and flying jobs to be
won for Australia, which has what several requisite Asian countries don't have: ample airspace, runways and
training staff, advanced ATC and favourable flying conditions. The need to train international airline pilots in an
English speaking environment also points to Australia as geographically the closest place fitting the bill.
Every Asian country with a rapidly growing economy will add demand to the pilot training equation
over the next decade at least. Boeing estimates say that over the next 10 years, airliners in the Asia Pacific
region will increase from 1100 to 2800. That will create a need for at least another 20,000 trained airline pilots,
not counting replacements for retirees and pilots wooed away by increasingly competitive recruiting as demand
surges.
Some Australian operators are vigorously working on it and contracts are being written which give
flying instruction the career potential it deserves, rather than being a stopover on the way to an airline career.
Australian flying schools are now marketing products such as straight-through airline pilot training from ab-
initio to right hand seat, recurrent simulator training on contract to airlines, military and corporate operators,
type transition; virtually anything associated with flight training. The British Aerospace/Ansett Flying College
at Tamworth and Hawker de Havilland's Australian Aviation College (AAC) at Adelaide have the infrastructure
geared for substantial foreign business and growth.
Australia's weather, expertise, language and location, places us to benefit from Asia's unprecedented demand.
This could only be beneficial for anyone contemplating flight instruction as a career path.

OTHER COURSES

Cockpit Resource Management (CRM)

Cockpit Resource Management training is that of using the available resources in decision making. One purpose
of the training is to overcome a basic weakness that initial training has bred into pilots. Pilots have been taught
to fly aircraft as sole crew members. CRM will teach how to use all the resources at your disposal to gather
information, review the information, analyse that information, develop solutions, implement the decision and
evaluate performance as an ongoing process of education.
Another part of CRM training is understanding communication. CRM teaches you to communicate
with other people effectively and how other people react to certain styles of communication. CRM teaches how
to analyse your own personality and recognise strengths and weaknesses. You are taught how to be assertive and
avoid using aggressive behaviour and to see the fine line between the supportive and the submissive. CRM
teaches how to properly assess the priorities and channel the team effort toward effective accomplishment of the
prime task. CRM can reduce the pilot-preventable accident rate. It is for this reason that completing a CRM
course makes you more employable.
A typical course is run over 2 days and includes factors such as human factors, flight safety and
aviation psychology.

Dangerous Goods Awareness Course

Training in dangerous goods awareness (DGA) is mandatory for flight crews. The goods acceptance course is
different from the awareness course in that it is more comprehensive and not required by aircrew. The DGA
Certificate is valid for two years. Ensure you complete a course which is approved by IATA. The cost of a
typical course is about $70.
Flight Engineer Exams

The flight engineer (FE) at one time was the mandatory entry level position for all airlines. The 727 and 747 are
among the declining number of aircraft utilising flight engineers. The flight engineer monitors all the flight
systems of the aircraft. With the advent of computers the new generation of airliners have no flight engineers.
The pilot who is going to use the FE as a stepping stone to the front seat can add this rating for a small fortune.
The entire rating can be done in the simulator and is generally only available in the USA.

TAX AND FLYING

A pilot undergoing commercial flying generally outlays atleast $30,000 in training costs. A prudent trainee pilot
should re-arrange their affairs to maximise their tax return when they commence commercial flying. First, one
must be aware of what they can claim and then re-arrange their affairs to maximise their tax return.
As a general rule, the ATO will allow a tax deduction if a taxpayer incurs the claim in gaining or
producing assessable income for themselves. So, the taxpayer must demonstrate how the claim was incurred.
Once that hurdle is overcome, a more detailed examination of the claim may have to be undertaken.
Just because it is a work related expense will not necessarily mean that the ATO will allow the
deduction. It may be surprising and disappointing to a taxpayer what the ATO allows and dismisses for
deductions. Some examples are listed below.

Sun Glasses

UV filtered aviation spectacles are a popular purchase by pilots. If a pilot claimed a deduction for their glasses
they would have to show that the glasses are not similar to conventional clothing or to eyewear intended to
correct defective vision. In other words, the pilot must consider the glasses as a form of protective equipment
and unnecessary in any of his other daily functions aside from flying the aircraft for his employer. So, at the end
of a flight the glasses should remain in the aircraft.
The ATO, however, considers the use of anti-glare glasses as conventional protection from the natural
environment, not from the hazards of the equipment used while working. The ATO has previously determined
that sunglasses do not possess any special attributes to take them out of the category of private outlays.
Therefore, the ATO will not allow a taxpayer's deduction for anti-glare glasses.

Depreciation of Pilot Equipment

Purchasing items such as navigation computer and fuel drain is a capital expenditure and their initial cost may
not be deducted in only one year. The equipment must be depreciated progressively over their predetermined
life according to depreciation tables the ATO publishes.

Stationery And Diaries

Flying charts and amendments are often a necessary expenditure by pilots if their employer does not supply
them. Diaries are also a similar necessity for pilots in performing their daily duties. The ATO has determined
that pilots' claims for log books, charts, binders and diaries are an allowable deduction. The ATO indicates that
this is an expense necessarily incurred in earning assessable income and may be deducted.

Technical Journals and Periodicals

For magazines and journals to be deductible, the taxpayer must show a sufficient nexus between the nature of
the purchase and his or her employment.
This issue has been addressed by the ATO on a couple of occasions. In one case the ATO denied an
airtraffic controller's deduction for the purchase of aviation magazines. The ATO felt his work did not require
him to buy the papers and magazines. The ATO determined that there was too remote a connection between the
cost of aviation magazines and the type of knowledge necessary to be maintained for holding a flying licence.
So, unless you can demonstrate that a journal or periodical contains technical information relevant to
your employment, expenses for journals and periodicals will not be allowed by the ATO.

Uniform and Uniform Maintenance

An employer usually require that pilots wear appropriate uniforms. These uniforms are certainly unique to the
industry and to the job to be performed. An employee's deduction for the cost of cleaning and maintaining
company uniforms is allowable.
Telephone Expenses

Pilots are permitted to deduct the expenses incurred in business calls and partial rental cost for maintaining a
telephone connection. However, written records (e.g., diary entries) must be available to support the making of
such calls. Installation costs of a telephone are considered a capital expense and may not be deducted. Although
the purchase and maintenance of a mobile phone, beeper or answering machine is a modern convenience, the
ATO has indicated that it is a personal choice made by the employee. These items are private in nature and the
ATO will not allow a deduction for their purchase and maintenance.

Licence Renewal and Medical Exams

Licences issued by a government regulatory body are necessary for the lawful performance of some jobs in the
aviation industry and to maintain employment with a company. In its draft ruling, the ATO has stated that if a
taxpayer must take an exam to retain a licence, the costs associated with the exam are an allowable deduction
provided the taxpayer's employer does not reimburse him. However, the cost of a pilots medical examination is
not an allowable deduction as the expense is of a private nature. The ATO has previously determined that the
expenditure is neither relevant nor incidental to the taxpayer's duties as a pilot. This is even though the holding
of the pilot's licence and the particular expenditure appear as essential prerequisites of the derivation of income.

Flying Training

As a general rule, you can claim all but your PPL training as a tax deduction. At the onset it is advisable to
consult an accountant, preferably an accountant specialising in Aviation, to determine your best course. Your
expenditure on flying training may fall in the year preceding the year you start earning income from aviation. In
this case, your accountant may be able to defer the expenditure to maximise your tax return. Of course for all of
this to be worthwhile you need to earn income that puts you in an appropriate income bracket i.e. above the
taxable income threshold.

The above offers some guidance, however, in reviewing your own claims for deductions, always seek a
qualified tax practitioners advice before claiming a deduction. That advice may save you a great deal of
aggravation and expense later on.

PILOT MEDICAL

A list of approved doctors authorised by the CAA to carry out pilot medicals is available from your local flying
school or from the local CAA district office. An appointment with the doctor is usually necessary and you
should mention whether you require a Class 1 or Class 2 medical. A Class 2 medical is less stringent than a
Class 1 medical and is suited to the private pilot. The Class 2 medical is valid for 4 years if you are younger than
40, and for 2 years if older than this. A class 1 medical is required for all professional flight crew (commercial
pilots) and is valid for 1 year.
The flight medical takes special attention to a few areas that have proven to be sensitive to the flying
environment. It's also just as important as your mental health. The medical is just as critical to your flying career
as are the licence and education. The mandatory requirements to maintain your health, as a pilot, becomes the
best health insurance you ever invest in.
The major areas observed in a flight medical are your vision, hearing, general observations of ears,
nose, throat, pulse, blood pressure and other conditions. The standards required are not inhibiting for the average
person. Most medicals cost about $70 per visit. For initial issue you’ll need an ECG (heart), optho (eye),
audiogram (ear) and a general physical.
Wearing glasses and contacts, colour blindness and other abnormalities are reviewed on an individual
basis. The medical standards are not as stringent as you may think so if in doubt whether you would pass or not
then just go and complete a medical to find out.
It is advisable to complete a Class 1 medical before commencing training. Any problems with your
medical will prevent you from flying commercially. It is better to find out early than spend the time and money
training for a commercial licence that may not be issued on medical grounds.
FINANCIAL ASSISTANCE

There are several flying schools that offer Scholarships. The Scholarships vary in value and are used to support
further training, such as instructor rating or instrument rating. The only requirement is that you must have
completed the commercial pilot course with that organisation. Peruse flying magazines to see who currently has
scholarships running.

AWAP

The Australian Women Pilot's Association (AWAP) offers approximately $15,000 each year to help young
women advance in their aviation careers. Since 1981, when the scholarship scheme began, AWAP has
distributed more than $75,000; most of it to members of the Association. The scholarships are often awarded to
women who are new to flying.
A range of scholarships and financial incentives is available to members: from $3,000 for IFR Twin or
Instructor Rating, $2,000 for IFR Single Rating, $1,000 for renewal of licence to $700 for a Night VFR Rating.
AWAP represents more than 500 licensed or previously licensed, women pilots; or a third of all
licenced women pilots in Australia. Further details or applications for AWAP scholarships are available from:

AWAP Flying Scholarships

PO Box 11,
Drummoyne, N.S.W., 2047
Fax (02) 712 5134.

Austudy

You need to make an individual application but as a guide, general eligibility is based on the general
AUSTUDY requirements. You should:
• be studying full time in an approved course;
• be an Australian Citizen or permanent resident;
• not be in prison or remand;
• not be receiving other Commonwealth assistance;
• be 16 years or older.

The Student Income Test is for students who are studying for the full academic year and can earn up to $6000
before their AUSTUDY is affected. For every $2 over this, $1 will be subtracted from their total AUSTUDY.
The amount they can earn is reduced if the period that they study is less than the full academic year.
The Assets Test takes into account personal, overseas, farm and/or business assets. It does not include
the principal family home and a 50% discount applies to net business or farm assets. AUSTUDY is not payable
if total assets are above:
• $369,350 family assets
• $110,000 single independent student
• $156,800 student and spouse

Parent or Spouse Income Test is based on:

• Taxable income the previous financial year;
• Fringe benefit from an employer;
• Number of dependant children

Three AUSTUDY Rates

Rate Who can Apply? Tests Applied

Students who meet strict rules and Student income and asset
Independent cannot expect help from parents Spouse income and asset

Students who need to live away Student income

Away from Home from home to study Parental income
Family assets
All other students, including those Student income
Standard who live at home Parental income
Family assets
How much can I get?

The maximum weekly rates of pay in 1994 were

Standard Away from home or

independent
16-17 $66.15 $109.20
18-22 $79.55 $120.75
23+ n/a $120.75
Married with children n/a $132.65
Sole parent n/a $155.95
Special groups $97.60 $146.70

Note: Check with your Local Student Assistance Centre or CES Office to ensure these figures are still current.
For more information obtain an AUSTUDY information pack and application form from your Local Student
Assistance Centre or CES.
 Chapte
r

EMPLOYMENT

W ork is part of the cycle of life. The majority of Australians will work or have worked at some time in their
life. So why do people work? In a modern economy work helps to meet financial commitments. However
we work for more than money (as we find in aviation!). Some of the many needs satisfied by work are
economic independence, security, social contact, satisfaction and stimulation. Some people derive social
satisfaction and security from the work environment and for some, social life is often an extension of the work
place. Others gain more satisfaction from the work itself, where the pleasures of the task and skill is more
important than the working conditions or the wages, this is more so within aviation and aerospace industry.
Unemployment has forced many people to plan career paths more selectively and to examine the job
market more carefully than in the past two decades. Prepare for the job seeking process by being willing to
study the media and to contact employment agencies to find suitable positions. A well written application is an
essential aid in the initial separation process. This application consists of the covering letter and the resume.
Your goal is to identify businesses that are expanding or require pilots due to movement in the company. No job
search is going to be truly comprehensive without research.
As might be expected, pilot qualification requirements vary with pilot supply and demand. In times of
oversupply (which is now), companies can demand a much higher qualification level than during pilot
shortages, where requirements are not as stringent. If you aspire to be an airline pilot you could expect to work
in GA for a few years before having the experience to apply to the airlines for a position.
The current Qantas recruitment policy is that you must have:
• CPL.
• CIR.
• Twin Endorsement.
• Australian permanent resident status.
• Suitable education standard.
• 500 hours in command (of which 350 may be acting in command under supervision).
• Age 21-35.

Kendall Airlines (Regional) minimum qualifications for First Officer Entry stipulate:
• CPL.
• CIR.
• 400 Hours in Command on Multi-engine aircraft.
• Pass in ATPL subjects.

Realistically, your first job will most likely be in GA as a charter pilot or flight instructor. The working
conditions in GA are vastly different from the airline environment. All companies have minimum pilot
qualifications which is usually dictated by their insurance company. Interviewers today are continually asking
for detailed examples of your past performance. The aviation pilot is one of the few occupations where a
prospective employer can evaluate your experience to the hour.

GA AVERAGE CONDITIONS

Smaller companies cannot afford to spend too much time or money on training, although naturally they do meet
minimum requirements (the emphasis being on minimum). Not only that, they tend to be rather short on staff as
well, needing people who can be quite versatile. Flying an aeroplane is only half the job. You are expected to be
a jack of all trades. Debt collector, operations manager, customer relations, salesman, freight handler (if charter)
and aircraft cleaner.
When starting work with an operator, the first thing that usually happens is you are asked to peruse the
Operations Manual. This is usually poorly written and generally a copy of someone else's. The contents of the
Ops Manual will generally be scattered in a most illogical manner; the culmination of years of amendments.
Generally you are given little time to read it as with learning the procedures of the operation.
You are responsible for ensuring that the aircraft is flown with prime consideration for safety while
operating in accordance with the Operations Manual, Flight Manual, Check-lists, CAR's, CAO's, AIP, CAAP's,
NOTAMs, AIC etc. You must also keep your licences and personal flying logbooks up to date and ensure that
you are medically fit to complete your duties.
The aviation industry is tied in with flight and duty time limitations that the CAA stipulate. Having
more than one day off in a row is considered luxury. Due to duty time limitations it is a requirement to have a
minimum of one day off a week. It should be pointed out with respect to duty time limitations that very, very
few companies below a certain level are actually honest with their duty hours. The reason is fairly simple in
most cases - if you kept to the letter of the law you would duty-hour yourself out of business, especially when
there is not a lot of staff around. In other cases, the operators simply have no respect for the law or their
employees.
Due to the state of the aviation industry, oversupply of pilots and wafer thin profit margins that
operators confront, there is a lot of pressure on the pilot to perform in a manner that is beyond the law. This is
covered in more detail in the “A Final Note” chapter.
Wages in GA are woeful. A typical instructor gets paid approximately $20 per flying hour. Most
instructors are lucky to complete more than 500 hours a year. Charter pilots are not much better off. Award
wages are given by the AFAP but are not adhered to by the majority of operators. If they were adhered too, most
operators would go bankrupt in a very short time. The GA industry cannot support the pay structures which are
in place within virtually every other industry.
With all this aside, let's see what an average charter pilot's work involves.

Charter Pilot

Charter is intensive, single handed and stressful work usually in the worst weather conditions in aircraft with
minimal instrumentation. Essentially, you do all the work yourself for operations planning where you are also
left hanging around airports while your passengers are
away with consequent missed meals and end up being
late getting home. While you may be on time to meet
your passengers, your passengers will rarely be on time
to meet you.
Charter flying is also an area where your other
skills as salesman and/or diplomat come into play, as
you'll be very much involved with your passengers.
Your behaviour and representation of the Company in
front of actual and potential customers must be flawless.
Some days can be very long. Businessmen
invariably require a early departure as they need to be
where they are going at approximately the start of the working day and return at the end of it. You have the final
responsibility for loading, checking and refuelling your aircraft. All passengers must be briefed on emergency
procedures and equipment. The maintenance Release must be checked to ensure validity. Passenger manifests
must be completed and left at departure point with a responsible person. You also are responsible for obtaining
MET (TAF and Area) and NOTAMS for the particular flight route.
For any particular flight you are usually in a race to minimise duty hours which means you are racing
to complete flight plans, check weather and NOTAMS, ensure the plane is fuelled and your passengers are kept
happy. The flight itself is busy as being a single-pilot operation you need to aviate, navigate and communicate.
By contrast your time spent at your destination is very quiet. After you've seen your passengers off, you have to
then perform tasks such as tidying the aircraft, refuelling and prepare for the return journey.
If you're in a place you haven't been before, you could always see the sights, but aerodromes are
usually well away from anything interesting. After a while you'll remember the same shops, so the general thing
to do is join all the 'airport ghosts' (other charter pilots) find a quiet corner and read a book.

Flight Instructor

Flight instructors keep the aviation business going in a multitude of ways. In some cases, flight instructors can
be seen washing aeroplanes, refuelling aircraft, and then teach flying lessons. This is one of the most truly
responsible positions in aviation. The flight instructor is also the most underpaid position, considering all the
responsibility associated with it. This underpaid part is rapidly changing for the better. The flight instructor is
considered, by many, to be a very lowly position. This type of attitude is not without warrant. Flight instructors
use their position simply to build hours and nothing else. The flight instructor position is possibly the best way
to break into the industry. From a practical sense it allows you to achieve your short term goals of building
hours and experience. The flight instructor is also in the position of greatest learning in applied psychology.
Imagine trying to decide how far and fast to let the student go with the aircraft, before you grab the controls and
take over. As an ambitious commercial pilot, innocently seeking hours of experience, you soon realise that it's a
fantastic learning opportunity for yourself. One learns more from teaching than any other phase of flight
training; its a double dichotomy.
Instructing is one of the most responsible positions in flying. A lot of instructors use instructing as a
stepping stone to something bigger and hence are just there to build hours. The temptation to sit in the aircraft
while teaching and watch the new student fly all over the sky, and not teach him is high. This problem is starting
to change as increasing pay and other rewards are realised. The pay scale will vary but expect $20-$25 per flight
hour. Refer to information on the instructor rating in Chapter 3 (Training).

CONSIDERATIONS

Remote or Urban

The very best place to start looking for potential employers is the hundreds of different airports around
Australia. Every airport has some kind of service potential. However this decision will depend very much on
individual situations.
When making the decision you should consider the following words of advice and guidance.

Urban Benefits:
• Within striking distance for major airlines, very important when conducting series of interviews (eg Broome
to Sydney for three or four Qantas interviews can be very expensive!)
• Modern facilities close at hand (facsimile, computers, consultancy services, etc)
• Ability to move quickly when opportunities arise.
• Of course the creature comforts associated with urban living!
• Ability to take advantage of self development courses

Urban Disadvantages:
• Very difficult for low hour CPL holders to find their initial break, unless instructing appeals to you.
• Remote area experience may be under par.
• Cut-throat areas exist, due to most pilots wishing to remain situated on the Eastern seaboard.

Remote Benefits:
• Ability for low hour CPL holders to obtain flying hours.
• See areas of the continent and experience life that few others can
only imagine.

Remote Disadvantages:
• ISOLATION is the number one problem with working remote
areas. You lose contact with the rest of the industry.
• Standards may slip due to lack of supervision and control.
However always remember that you set your own standards,
irrespective of whether you fly out of Meeka or Mascot.

Whether you choose urban or remote for your flying career start, the circumstances that bring you to your
decision depend very much on your situation. If your are single with no commitments the decision is very
simple, but if you have a family and financial commitments then the decision should be made only after a
detailed analysis between you AND your spouse, you may be flying for the majority of the day (hopefully), but
there may be very little to occupy your spouses time in a very desolate isolated part of the world.

Move Around Or Stay In One Spot?

This factor depends very much on each individual persons own situation. Sure there are more opportunities for
low hour commercial pilots in the outback, but you may have other people to consider such as a wife and young
child who may not appreciate being taken around the outback of Australia in search of a low paying job! But on
the other hand if you are young, single, and do not have many commitments like a mortgage you may well have
a fantastic time seeing areas and meeting new friends, that many others only dream of. The choice is yours. But
if you do make the decision ensure that you plan your trip well, this should then ensure that you do not end up
drifting from airport to airport around the outback.

FACTORS AFFECTING EMPLOYMENT POTENTIAL

Married Or Single

Some operators look at married pilots as stable and secure. While other operators consider single pilots to be
more flexible as far as positioning them at outstations on short notice.

Age

Older people often seem to think that age is important, but while it is a factor, it does not seem to be crucial. It
seems that many people do slow down as they become older and are less receptive to new ideas. As with every
generalisation there are exceptions, but for an interviewer to identify them may not always be easy. Age may be
important if you are only a name on a piece of paper. If you are known to be good, it becomes irrelevant.
Some regional airlines have suggested they will only consider pilots over the age of 30 as one way of
stopping attrition of their pilots to the major airlines.

Gender

Despite “equal opportunity” and contrary to what some people may believe, there is a difference in employment
opportunities between male and female pilots. Certain Asian cultures and within some of the Aboriginal
communities, women pilots may find it difficult to gain employment in these areas due to cultural customs and
beliefs.
Generally, women pilots will not find themselves disadvantaged in employment opportunities within
the aviation industry.

Being Contactable

Sounds quite obvious but you need to be contactable. Securing a job in aviation is all about being in the right
place at the right time. You can't be in all places at the same time but a good communication tool can assist. It
can make the difference between getting a position or not. For this reason, it is worthwhile investing in some
hardware to increase your contactability.
Mobile phones are probably the most favoured of “communication tools”. For less than $500 you can
pick up an analogue mobile phone which will suit. Ensure you have an “electronic mail box” attached so that
your phone can be diverted and a message left; much like an answering machine for your mobile. Subscribe to
the analogue network as the coverage is greater, at the moment, than the digital network. You can drive from
Melbourne to Cairns and still be within reception with an analogue phone, however, a digital phone can only be
used in major cities. Just the thing when your moving around looking for work.
A pager may suit your needs. Small, resilient and cheap. A pager differs from a mobile phone in that it
gives you time to collect your thoughts and work out what to say if you've been contacted by an operator.

STRATEGY OVERVIEW

Becoming known to a potential employer is a great advantage. The aviation world is not very big, and some
people establish a less than flattering reputations which make it increasingly difficult to get jobs. Chief pilots
will often prefer to go for the devil they know. They are also human, despite some evidence to the contrary, and
have their own prejudices. Some may prefer people that trained at a particular institution. Others may prefer
married people (security) or young people. Generally, they will tend to employ those who they think will blend
in most easily into the company. Unfortunately, knowing a chief pilots preference is often only discovered by
word of mouth.
While most of these factors are outside an individuals control, showing enthusiasm, being available and
being contactable are all important and controllable. For many aviation companies, the personnel function is an
exercise in crisis management. 'No requirement' yesterday can turn into a desperate need today. If you are in the
right place at the right time you are in. But hanging on tight, waiting for weeks or months for a phone call, can
be a depressing and demoralising experience.
You must take the initiative when it comes to finding a job. You must do so in a distinctive way. What
is the first instinct when you must go look for a job? Read the positions vacant ads? Everybody else does. Send
resumes to companies on the off chance that they have a position that fits your resume? Everybody else does.
Employ these tactics and you will be like how the majority started off and never get a job.
All companies have minimum pilot qualifications which is usually dictated by their insurance
company. Interviewers today are continually asking for detailed examples of your past performance. The
aviation pilot is one of the few occupations where a prospective employer can evaluate your experience to the
hour.
Your goal is to identify businesses that are expanding or require pilots due to movement in the
company. No job search is going to be truly comprehensive without research.

THE RESUME

Operator's see many resumes arrive in the mail each day. A number of operators see dozens each week. It is for
this reason that your resume must offer the prospective employer something that few other job hunters can offer.
This could be as simple as packaging your resume to reflect your strengths. Applying for a job involves selling
yourself, by which I mean that you are the product to be marketed.
You need to distinguish yourself from the other job seekers. Chances are that the other job seekers will
have aeronautical qualifications the same if not higher than yourself. What's the difference between two pilots;
both of which have just obtained their commercial licence and seeking a job with the same operator? That is
what you have to present to the prospective employer; in a manner that favours you of course!
For the best presentation your documentation should always be submitted in a folder or binder. This
should appear expensive as you're trying to convey to your prospective employer that you are a pro with a
totally professional outlook in everything you do and that the contents are very important. The resume with
cover letter is a most effective way to achieve this.
The resume is the most important document in your search for a flying job. The sad fact is that the
average time spent reading a resume is 20 seconds; therefore a two page resume is best. The resume should:
• Be easy to read.
• Not be repetitive; most important it should be specific and consistent.
• Be well organised. Major topics should be listed in order of importance.

The resume is to be presented as a professional document to introduce a professional pilot so have the resume
professionally prepared. You need to use quality paper - a minimum standard would be 'Conqueror'. It should be
A4 and white, and therefore inoffensive.
Like most other pilots, you will find after a few years that your resume will read like a patchwork quilt
but don't be too perturbed with this as majority of other pilots are in the same predicament.
There is a clear distinction between the functions of the resume and the covering letter, you should take
the time to ensure they are both right. A resume is the summary of your personal data, education, skills and
qualifications, work experience, references and hobbies; it may also be referred to as a Curriculum Vitae or C.V.
The most common types of resumes are:
• Chronological
• Functional
• Combinational

Regardless of which type of resume you choose to use, prepare and plan a structured resume to create a profile
of your qualifications, knowledge, experience, and any special attributes or achievements.
_____________________________________________________
JOHN PILOT
_____________________________________________________
71 Kingsford Smith Road,
Mascot, N.S.W., 2100

Phone (02) 747 0011

Mobile (018) 767 737

POSITION SOUGHT Charter Pilot with Av-a-go Airways.

FLIGHT TIME Total Flying Time 203.4 Night 12.8

Pilot in Command 135.8 Instrument 30.5
Cross Country 80.7 Multi-Engine 29.5
Simulator 19.5

ENDORSEMENTS BE76 (25.0hrs), BE55/BE58 (4.5hrs)

CERTIFICATES Commercial Pilots Licence (CAA Australia)

Airline Transport - Written
CAA Class 1 Medical

EDUCATION Currently studying:

Bachelor of Aviation Studies
University of Western Sydney (78% completed)

Multi-Engine Command Instrument Rating, 1995

Whitworth Aviation, Sydney

Commercial Pilots Licence, 1994

Australian Flying Training School, Sydney

Private Pilots Licence, 1993

Navair Pty Ltd, Sydney

Higher School Certificate, December 1989

Mascot High School, Sydney

School Certificate, December 1987

Balmain High School, Sydney
HISTORY
December 1994 to Present AXEL AVIATION
P.O. Box 45
Condell Park NSW 2200

Employment Duties:
- Casual Charter Pilot
- Operations Administration.

Referee: Wal Chitty

Position: Acting Chief Pilot
Phone Contact: (02) 791 0000

June 1993 to November 1994 ARDVARK CHARTER PTY LTD

Hanger 210
Bankstown Airport, NSW, 2200

Employment Duties:
- Assistant Fleet Maintenance Controller

Referee: Bill Smudge

Position: Chief LAME
Phone Contact: Home (02) 210 9999

December 1989 to May 1993 DICK IRKS COMPUTERS PTY LTD

Duties included minor repair of electronic components to
board level. Administrative tasks included inventory
administration and customer liaison.

PERSONAL DATA
Date of Birth: 15 May, 1969
Place of Birth: Australia
Passport Held: Australian
Weight: 78 kgs (167 lbs)
Height: 178cms (5'8")
Marital Status: Single
Health: Excellent / Non Smoker
Hobbies: Cycling, Weight Training

Available Immediately
References Available on Request.
 Order the information in the resume under headings such as listed below.
1. Name, address, telephone number.
2. Employment objective.
3. Educational qualifications
4. Work experience.
5. Achievements.
6. Activities and interests.
7. Referees.

You may want to vary the order of the headings and indeed the layout of the resume itself, to suit the criteria of
the position sought or to highlight any extra special achievements. Before deciding the layout of the resume, you
should research the position sought and then evaluate your qualifications and suitability to the position.
An important inclusion in the resume will be references, more of which will be discussed later, or the
names of people prepared to speak in support of your professional career.

CHRONOLOGICAL RESUME
A chronological resume includes each part of a resume under different headings. However it is simpler and
shorter than either a functional or combinational resume. This style of resume suits those who have experience
within the industry and are able to score a position purely on this experience.

Layout And Function Of The Chronological Resume

NAME:
ADDRESS:
TELEPHONE:
DATE:
POSITION SOUGHT: State the position you are seeking. Tailor it to the targeted operator.
FLIGHT TIME: List your exact flight time here. Don’t round up.
ENDORSEMENTS: List any multi-engine endorsements.
CERTIFICATES: Identify each qualification fully. Include such things as St Johns Ambulance
Certificate etc.
EDUCATION: Ensure that you emphasise any qualification important to the position
sought.
EMPLOYMENT EXPERIENCE: Present employment history from the most recent position first, to
when you were first employed. Always highlight the position title
and then briefly describe each duties of the position.
PROFESSIONAL MEMBERSHIPS: List any memberships of professional associations.
PERSONAL DATA: Include activities and interests. Show employers any ability that you may
have to be able to mix with others and any special activities that are
pertinent to the position sought.

FUNCTIONAL RESUME
A functional resume suits a person with a wide range of skills and experiences as this kind of resume
emphasises employment experience and the range of job functions completed (Senior Check and Training
Captain for a major world airline). To emphasise this experience a different layout must be
utilised.
Think about the order in which you present your employment history and the way you want to describe
it. Most employers are interested in your most recent experience and in seeing how your experience matches
their needs. So present your work experience first, and place information in reverse order. This order places the
main focus on your present level of skill.
The functional resume can be used by a new commercial pilot if they have additional skills in another
industry (for instance managerial skills). The operator is looking for someone that can not only pilot an aircraft
but has additional skills that could contribute to profitability of the company.
_____________________________________________________
JOHN PILOT
_____________________________________________________
71 Kingsford Smith Road,
Mascot, N.S.W., 2100

Phone (02) 747 0011

Mobile (018) 767 737

OBJECTIVE A position as pilot with involvement in administrative tasks at

the operations level.

SUMMARY Over three years flying in various environments from the

congestion of Sydney to remote Queensland. My skills acquired
from five years in the computer industry have been effectively
utilised to improve operations and contribute to company profits.

ACHIEVEMENTS

Operations
Developed a computerised student database which provided
management with essential information on their core business activity
of Flight Instruction from which strategic decisions were made.
Assisted in tender submissions by minimising management time by
converting the rough ideas of management into an accurate
professional document for submission.

Charter
Developed an improved charter quoting system which not only
reduced quote time but significantly improved accuracy and eliminated
errors.
Increased charter activity by developing a charter database to focus
and track prospective clients with efficiency.

FLIGHT TIME Total Flying Time 203.4 Night 12.8

Pilot in Command 135.8 Instrument 30.5
Cross Country 80.7 Multi-Engine 29.5
Simulator 19.5

ENDORSEMENTS BE76 (25.0hrs), BE55/BE58 (4.5hrs)

CERTIFICATES Commercial Pilots Licence (CAA Australia)

Airline Transport - Written
CAA Class 1 Medical

EDUCATION Bachelor of Aviation Studies (Currently studying)

University of Western Sydney (78% completed)
 Multi-Engine Command Instrument Rating, 1995
Whitworth Aviation, Sydney

Commercial Pilots Licence, 1994

Australian Flying Training School, Sydney

Higher School Certificate, December 1989

Mascot High School, Sydney

HISTORY
December 1994 to Present AXEL AVIATION
P.O. Box 45
Condell Park NSW 2200

Employment Duties:
- Casual Charter Pilot
- Operations Administration.

Referee: Wal Chitty, Acting Chief Pilot

Phone Contact: (02) 791 0000

June 1993 to November 1994 ARDVARK CHARTER PTY LTD

Hanger 210
Bankstown Airport, NSW, 2200

Employment Duties:
- Assistant Fleet Maintenance Controller
Referee: Bill Smudge, Chief LAME
Phone Contact: Home (02) 210 9999

December 1989 to May 1993 DICK IRKS COMPUTERS PTY LTD

Duties included minor repair of electronic components to
board level. Administrative tasks included inventory
administration and customer liaison.

PERSONAL DATA
Date of Birth: 15 May, 1969
Place of Birth: Australia
Passport Held: Australian
Weight: 78 kgs (167 lbs)
Height: 178cms (5'8")
Marital Status: Single
Health: Excellent / Non Smoker
Hobbies: Cycling, Weight Training

Available Immediately
Layout And Function Of The Functional Resume

NAME:
ADDRESS:
TELEPHONE:
DATE:
EMPLOYMENT OBJECTIVE: Open your resume with a statement of the position you want.
SUMMARY: Open with a summary of your experience and how it can help the targeted employer.
ACHIEVEMENTS: Identify any special achievements. Identify any command or leadership qualities.
Show yourself as a problem solver. Explain how you improved profitability of a
business.
FLIGHT TIME: List your exact flight time here. Don’t round up.
ENDORSEMENTS: List any multi-engine endorsements.
CERTIFICATES: All ratings and certificates should be listed, including your medical certificate. You
should include any written exams you have completed without obtaining a full rating.
Identify each qualification fully. Include such things as St Johns Ambulance
Certificate etc.
PROFESSIONAL MEMBERSHIPS: List any memberships of professional associations
EDUCATIONAL QUALIFICATIONS: Take the time to list each of the certificates obtained and the year
each was completed. The names of the institutions and subjects
studied. Always show the most recent qualification and work
backwards from there.
WORK EXPERIENCE: Mention all duties performed but do not include actual dates or companies.
PERSONAL DATA: Include activities and interests. Show employers any ability that you may have to be
able to mix with others and any special activities that are pertinent to the position
sought.
AVAILABILITY: Be flexible and available to suit the requirements of the job; however, you should not
give the impression that you would leave your present employer without notice.
REFEREES: These should be recent and relate to your skills and abilities. Ensure that atleast one
is professional and that one is a character reference. An academic reference could
also be useful.

COMBINATIONAL RESUME
A combinational resume combines the advantages of both the chronological and functional resume. This type of
resume is best suited to a person with a raw commercial licence. The resume can be tailored to hide you lack of
flying experience and to highlight your problem solving capabilities. A wide range of skills and experiences can
be put on this type of resume which may be just enough to sway the prospective employer to hire you.

COVER LETTER

A professional, well constructed cover letter will interest the reader and make him or her want to read your
resume. The cover letter will give the reader that all important first impression.
Every resume should be accompanied by a cover letter. Addressing the cover letter to a specific person
will distinguish it from general correspondence. A typical cover letter could say:

Dear Sir/Madam,

According to what I have heard within the industry, Av-a-go Airways is planning to expand with the
acquisition of 3 additional C210’s. I am extremely interested in flying for your company and would
appreciate the opportunity to talk with you in person.

In anticipation I have enclosed my resume for your perusal. I will be in contact shortly about arranging
a convenient meeting time but can be contacted in the mean time on (018) 767 737.

Thank-you for your time and consideration.

REFERENCES

A reference is a form of report from a previous employer or colleague supporting you and your strengths and
substantiating your claims to the position. Some positions may also require personal and academic references.
Work related references are documents which highlight and support certain skills and experiences
gained and are usually written by a work colleague such as an immediate supervisor.
References relevant to the position support the claims in the resume. In the application you may choose to
include photocopies of references, however be prepared to produce the originals at any interview.
It is courteous to let the referee know you are using the reference for the position as this gives the
referee time to think about you in terms of the position. Then if the prospective employer makes contact the
referee is ready to speak on your behalf.
References are crucial to career planning. Prospective employers will rarely accept a reference at face
value. They prefer to check extensively by telephone with the named referees to establish the true character and
work history of a potential employee.
The report given by past employers is generally the key to obtaining employment, overriding any
qualifications or experience. A favourite question asked by prospective employers is ” would you employ this
person again?” This one question instantly provides a reference to the suitability of the candidate.

WHO TO CONTACT

Advertisements are usually the last resort for companies that need staff - the best jobs are filled by word of
mouth. In fact, the way an advert is worded can tell you much about the company you may be working for.
Newspapers occasionally run ads for pilots. The Australian newspaper has an Aviation Section each
Friday which occasionally has positions available. Unfortunately the qualifications required for these jobs tend
to be excessive (this is why they are advertised in the first place). Local newspapers are also a good source. The
Cairns Post, a local newspaper, sometimes run jobs for PNG positions.
Purchasing mailing lists can be cheap and effective. Unfortunately the most up to date lists of operators
are out of date by the time you receive them. This also refers to operators listed in Appendix Two. Therefore to
be accurate you must ring the operator and establish the name you are sending the resume to. When ringing you
mention that you've “heard through the grapevine that the company might be looking” or that you “have been
intrigued by their company and hope they might be looking for...”
By the way, putting your own advert in the paper or a magazine generally only brings enquires from
other job hunters wondering how successful you have been!
Your career does not take care of itself; you must go out and grab opportunities.

Employment Agencies

Generally speaking, agencies tend to be a waste of time. They mainly place experienced people who are looking
for big pay packets in big companies so they can charge a big service fee. One agency worth contacting is
GAAPS (Global Aviation And Aerospace Placement Service). GAAPS cover placement in the following:
• Government, Airport and Airline Industry.
• Airline and Aerospace Management.
• Aircrew.
• Engineering: Maintenance Personnel/Management.
• Airline Planning, Analysis and Research.
• Finance and Legal.
• Ground Support Activities.

GAAPS produce an Aerospace placement magazine called WORKFLOW. This is provided to all registered
potential employees at regular intervals. There is a small charge for registration with GAAPS. For more
information contact GAAPS:

GAAPS
PO Box N777,
Grosvenor Place,
Sydney, NSW, 2000
Fax: (02) 258 6791
Professional Associations

Aircraft Owner’s and Pilots Association (AOPA) is Australia’s largest industry association, representing over
10,000 owners and pilots nation-wide. AOPA’s aim is to promote its members’ right to fly without unnecessary
restrictions and costs. For an annual membership fee, AOPA members enjoy these privileges:
• Representation to Government to actively promote beneficial legislation, and to oppose detrimental
restrictions.
• The informative monthly AOPA magazine which has interesting articles on flying, aircraft, safety and lots
more.
• The IAOPA Air-Crew card is internationally recognised, allowing the enjoyment of substantial discounts,
services and privileges both in Australia and abroad.
• Free accidental death cover whilst flying in certified private aircraft or in a recognised airline up to $1000
per person.
• Discounted car rentals.
• Discounted accommodation.
• Discounted aircraft and life insurance for AOPA members.
Free legal referral service for members where AOPA can provide you with the names of pilot-
solicitors/barristers who specialise in aviation matters.
For more information contact:

AOPA
PO Box 1065,
Fyshwick, ACT, 2609
Ph: (06) 280 4221
Fax: (06) 239 1366

Magazines

Perusing aviation magazines you’ll discover:

• Articles about interesting companies, which can alert you to specific growth opportunities
• Articles by industry professionals.
• Articles about contracts won.
• Companies buying additional aircraft.

With this information you are in a better position to make the correct decision in obtaining employment. The
more knowledgeable job hunter has a better chance.
Remember that while the aviation magazines contain very good articles, many publications have
substantial ‘lead in’ times which may mean that the information may be a couple of months old by the time you
read the particular article.

Australian Publications
• Australian Flying Dedicated to flying schools and General Aviation
• Australian Aviation Total industry magazine with Australia’s largest circulation.
• Aircraft & Aerospace Provides very good topical information.
• Aviation Trader Sometimes overlooked by pilots but it does occasionally contain opportunities.

Overseas Publications
• Flight International Dedicated to aviation industry and is published weekly, it usually contains
advertisements from world airlines.
• Airline Business This magazine provides very accurate up to date information and is available by
invited subscription only.
• Asian Aviation Provides interesting articles on airlines and military movements within South East
Asia. Available by subscription only.

Networking

By far the dominant information source is by word of mouth and it doesn't take long before you find out whose
doing what and when. The aviation industry is a small industry. Take time to meet people and listen to them
empathically. Though short term gains appear negligible, you'll be surprised how you keep meeting the same
people in the strangest places at the strangest times. Meeting people helps establish a network within the
industry.
Surveys show that the majority of all jobs are filled through informal social contact-in other words,
networking. A recent survey of more than 1,500 successful job hunters showed that 61 percent found new
positions by networking. In comparison, 18 percent found jobs by answering ads and only 2 percent by sending
unsolicited resumes to company recruiters (Drake Beam Morin Inc).
Every day operators around the country receive hundreds of resumes from pilots using a scattergun
approach of resume sending. This is not effective. The majority of resumes end up in the circular filing cabinet
and the rest get scrutinised for only a few seconds. There must be a better way.
Networking has proven to be the most productive technique for unearthing opportunities and landing
employment. Facts about networking are:
1. The information gathered by networking is informal, anecdotal, potentially biased and frequently distorted or
incomplete.
2. The world of gossip is completely disorganised and unpredictable. Months of networking may produce little
useful information; then a snatch of information may lead to the job you've been wanting.

The fundamental principle behind successful networking is familiar: what goes around comes around. A group
of people exchange information amongst themselves to help target certain operators. Unlike the cut-throat
competitiveness of the traditional method, in networking there is no hugging of secrets close to your chest. It is
just the opposite in fact - the more you share your experiences with other pilots in the industry, perhaps in the
same predicament as you, the more successful the entire network becomes. The heart of networking is helping
other people.
With a network established, you are able to obtain information about the industry more easily to answer
questions such as: who, what, where, where, why, when and how. A network also helps you to focus your job
search objectives, learning about trends, events or facts relevant to your search and hearing about existing job
openings.
One could write a whole book dedicated to this subject. You'll find there are a few books around
devoted to the subject of networks. Seek them out, research and put networking skills into action.

Aviation On Line

For many professional aviators, on-line services are just another way to stay connected in this increasingly
disconnected jet lagged world. As one pilot put it “ the net has been a great source of knowledge over the past
few years, I have met people I would never had contact with and both personal and business relationships have
been formed. On-line is a great place for aviators to hang out and swap information”.
The on-line concept of providing information on the latest job opportunities is quite staggering. One
only has to enter the aviation databases that exist to find out just how many positions are floating around in
cyberspace! Call it the NET or the WEB it’s where the digital action is, and more and more aviators are logging
on!
Cyberspace is everywhere. It’s all around you at any one time. It is where 3 out of every 10 U.S dollars
are at any one time suspended hanging in space, Cyberspace is the new digital dimension for the late twentieth
century. Those strange E-mail addresses that are appearing on business cards are cyberspace addresses up to the
minute information is being exchanged within seconds.

Example E-mail address: aopa@ozemail.com.au

What do you need to access this whole new world of information?

1) Up to date computer (486DX processor).

2) High speed modem at least 14,400 baud.
3) Telephone line.
4) Subscription to an on-line provider.
5) Knowledge to drive it all.

There are numerous books on the Internet and Compuserv in bookshops. Get yourself well ahead in the
information race and check them out.

NOW APPLY

Work at getting a job. Work a 45 hour week (that is what your average week will be when you get a job).
Research the companies you've contacted. The more knowledgeable job hunter has a better chance.
 Target operators with individual letters from the contacts acquired above. Send multiple submissions of
your resume and cover letter to the chief pilot (if a larger company then also the operations manager and the
managing director). At the initial stage, don't carpet bomb to every possible employer.
Contact and recontact your job leads. Follow up the resumes you send out. Change the format of your
resume and send again. Use regular business hours for making contacts. Maintain records of your contacts; they
will benefit not only this job search but maybe those in the future too.
Remember it's all up to you. There are many excuses not to make calls or send resumes on any given
day. There are many excuses to get up late or knock off early. There are many excuses to back off because this
one is dead cert. There are no real reasons. There are no jobs out there for those who won't look.

Contact Trackers

Job hunting requires multiple contacts with employers and different types of contacts. You will call an employer
and schedule a follow up conversation for a specific time and date, you will send a resume today, and you will
have to schedule a follow-up call four to eight days later. When you get up to speed, important opportunities
will fall through the cracks unless you maintain a contact tracker (an organised folder) with loose plastic A4
pages.

Follow-up is the key.

THE PHONE CALL

The aviation marketplace, due to its small size, requires a different approach than
that used in larger industries. You must go out and grab opportunities. You must
be more personal. You must talk directly to the employers.
Being prepared for a telephone interview takes organisation. Before
calling write out a guide-line of your work experience and accomplishments.
Knowing what you are going to say and what you wish to achieve is the only way
to get a leg in.
Take notes when talking on the telephone. Before making the first phone call you must be prepared to
achieve one of these three goals. They are listed in priority:
• I will arrange a meeting.
• I will arrange a time to talk further on the phone.
• I will ask for a lead on a promising job opening elsewhere.

Always keep these goals in mind. The picture you paint needs to be specifically vague, brief yet thorough.
Specific enough to arouse interest yet vague enough to promote questions. The aim is to paint a representation
of your skills in broad brush strokes with examples of your accomplishments. The interest you demonstrate will
be displayed by the questions asked. i.e. Where did you train? The types of questions you are asked also enable
you to identify the operators specific needs, and once they are identified, you can gear the ongoing conversation
toward those needs.

• First step.
Establish who you are and what you do. This gets attention and serves as an introduction. Also mention “Have I
caught you at a good time?” Never say at a bad time because they then have an excuse to say yes.
“Good morning Mr Smith. My name is John Jones. I am a commercial pilot with mechanical skills. Have I
caught you at a good time?”

• Second step.
Generate interest, sell one or two achievements or accomplishments. Keep them brief and to the point.

• Third step.
Include a reason for your call that will bring a positive result. It should be carefully constructed to finish with a
question that will bring a positive response which will get you into the main part of the discussion.
“The reason I'm calling Mr Smith is that I'm looking for a new challenge and having researched your business,
I felt we might have some areas for discussion. Are these the types of skills and accomplishments you look for in
your staff?” Your statement ends with a question that guarantees a positive response, and the conversation gets
moving.
Be patient. The employer requires time to digest your words. Resist the temptation to break the silence; you'll
only break the person's train of thought and the ball will be back in your court.
When the employer responds only three things can happen:
1. The employer agrees with you and arranges a meeting.
2. The employer can ask questions that show interest. “Do you have an instrument rating?” Any question
because it shows interest is considered good and if handled properly will enable you to arrange a meeting.
3. The employer can raise an objection. “We don't need anyone. Send a resume.”

The conversation should progress with that kind of give and take. Your questions show interest, carry the
conversation forward, and teach you more about the operators needs. The interviewer may ask standard
questions that are designed to cull certain types of applicants and save the interviewer time. Don't be
discouraged by these.
After a few positive signals are given, ask for a meeting. Don't say “Would you like to meet with me”
as there are two outcomes: “yes” or “no”. It is best to say “I'll be in the area on Wednesday or Thursday” not
whether to meet you or not meet you. By presuming the “yes” you reduce the chances of hearing a “no”.

Handling Objections

With objections such as “send me a resume” or “I don't have time” first gain appreciation of the others
viewpoint by first demonstrating your understanding of the others viewpoint. Always start your response with “I
understand”, or, “I appreciate your position”, or, “of course” followed by “however”, or, “also consider”, or a
similar line that brings you back into consideration.

“Why don't you send me a resume?”

The employer may be just aiming to get you off the phone or could be genuinely interested in you. To identify
the real reason you want to open the conversation. Reply “Of course Mr Smith. Would you give me your exact
spelling of your Christian name and full address?... Thank you. So that I'm sure my qualifications fit your
requirements, what skills are you looking for in this position?”
- Apparent agreement to start.
- A show of consideration.
- A question to further the conversation.
Mr Smith will give you the aspects of the job that are important to him, and with this knowledge, you can sell
Mr Smith your skills over the phone. The information you gather will be able to be used in the future in the form
of:
• Following conversations.
• The cover letter of your resume.
• Your face-to-face meeting.

“I don't have time to see you.”

Say “I understand how busy you must be; perhaps I could be of some assistance. Perhaps I could call you back
at a better time. When are you least busy, the morning or the afternoon?”

“We only give employment to people who have trained with us.”
Your response could be: “I understand. The way that you develop your pilots is the prime reason why I want to
get in. I am bright and motivated. When you do hire from the outside what assets are you looking for?” The
response finished with a question to carry the conversation forward. Notice how you have turned his words
around but in a professional, inoffensive manner.

“I don't need anyone like you now.”

Chances of getting an interview are slim. With the right question though, the person will give you a personal
introduction to someone else who could use your talents.

When it looks like no jobs are available with the company ask “Whom do you know in the area who might have
a lead for me?” “Whom should I speak to there?” “When do you anticipate an opening in your company?”
“Are you planning any expansion or new projects that might create an opening?” When do you anticipate a
change in your manpower needs?” Each of these questions can gain you an introduction or lead to a fresh
opportunity.
Avoid questions like “How's business these days?” Time is valuable.
Make a commitment to sell yourself, to make the telephone calls, to make a referral network. Make a
commitment to ask interview development questions at every seemingly dead end.

THE INTERVIEW

The interview is not about your competence as a pilot but rather whether
your face will fit. The fact that you are in an interview indicates that your
flying abilities are recognised (there are some employers that do not even
look at log books or licences, taking qualifications for granted). They are
about to let your personality loose on their customers and they want to see if
you will help solve their problem.

Self Image

Work on your self image. Remember 90% of someone’s opinion of you is made within the first 60 seconds of
introduction. What you see is what you get. Dress sharp. Traditional and conservative. Remember our clothes
are sending a message about your image. We want to look capable, responsible, reliable, trustworthy with
attention to detail. Convey a clean and responsible image. Pay attention to posture, personal hygiene (bad
breath). Get physically fit. Remember, you'll be piloting an expensive piece of equipment so you must fit the
bill.
Attitude is paramount. It can make or break the interview. Every pilot who is interviewed is qualified
for the job. Therefore, you must display a positive attitude to succeed. They generally look for a person who
presents:
• Self-confidence.
• A strong and positive attitude.
• An ability to perform well under stress and pressure.
• Ability to work well in a team.
• Effective communication skills.
• Compatibility and is conversant.
• A good sense of humour.
• Professionalism in the way they look, act and speak.
• A professional manner when handling people and situations.
• A good public image.

It will not pay to be pre-occupied with what the interviewer wants to hear. Instead you must compete
by using your communication skills and achievements. Both mental and physical preparation is important. The
more you know about the operator you are interviewing with, the more comfortable you will be during the
interview.
Physical preparation includes that you:
• Plan your trip to the interview carefully.
• Allow extra time for delays and unforeseen emergencies.
• Always have a back-up plan.
• Make sure you have logbooks and other important documents within easy reach.
• Bring along a current copy of your resume.
• Arrive at least 15 minutes early. This allows time to relax and freshen up.

Practice the interview in front of the mirror. I know this sounds ridiculous but being prepared simply means
knowing what to expect. This preparation will make you feel more comfortable and at ease. Trying to play a part
will defeat the purpose. Trying to remember lines will make you nervous. One way to relieve stress is to
imagine that if this interview does not go well and you don't get a position, life will still go on.
Interviewing techniques are getting very sophisticated these days with some of the larger companies. However
for your first job or two in aviation you most likely will be with smaller outfits where it is likely that the chief
pilot lacks skills in interviewing. This could work to your advantage. The chief pilot is most probably as nervous
as you are and anxious to finish the interview. The interview is about sales technique. You must present a
picture of a problem solver or peace of mind rather than as a pilot. The basics of being interviewed are:
• Don't talk to much.
• Don't be pushy or negative.
• Don't break silences.
• Don't slander other companies.
• Don't be too eager to leave your present flying job (if you have one). The interviewer may think that you will
leave this job with minimal notice and cause disruption.
• Do not sit until invited, or if you are not, wait till the interviewer sits down.
• Do not smoke or swear.
• Do not interview the interviewer.
• Don't argue, be familiar or apologise for yourself.

The tactic is to avoid extremes and place you and your opinions in the “middle”. The interviewer is not
interested in your personal problems. Don't mention personality clashes.
Your mobility is your biggest advantage at a interview. You should be willing to move nearly
anywhere there is an acceptable job offer.

WORKING IN OTHER COUNTRIES

Looking for employment opportunities in other countries can be exciting.

New Zealand, due to its topography, has a respectable size GA industry. An Australian can move to New
Zealand anytime and work without the need for a visa. In fact, you only require a passport to get back into
Australia! Lack of disposable income in the adverse New Zealand economy has been a contributing factor in the
decline of flight training. In 1992, the NZ CAA issued 270 CPL’s which is a dramatic increase on the pre-
deregulated civil aviation era when every aspiring commercial pilot could be expected to disappear overseas;
more often than not, to Australia and PNG.
These days, aspiring pilots are remaining in New Zealand and there are even Australians crossing the
Tasman to enrol in New Zealand aviation’s largest growth sector - flying academies that offer world-class
tuition from ab-initio right through to airline integration, with first and second officer programs.
New Zealand presently attracts 1.1 million visitors per year, a figure that is likely to treble by the end
of the decade. The charter market in NZ is over serviced. New Zealand has a very good network of scheduled
services with Eagle Air, Air Nelson and Air New Zealand who fly to a lot of places cheaply; often with
duplicated services.
Sending resumes to NZ operators won’t get you anywhere. The personalised approach is required;
more so than in Australia. Pick an area that you feel offers promise and stick to it. Get to know all the operators
and keep up maximum contact. Check out every opportunity and follow it up. Don’t let anything happen that
you don’t know about. Its the determination, combined with expertise that will get you a position. Initiative and
independence are exactly what employers are looking for; counting for more than flying experience.

Canada has a lot of employment opportunities in the northern part of the country for those who have float
qualifications. Unfortunately obtaining a working visa is difficult. For a person under the age of 26 years of age,
there is a Student Working Vocation Visa available. Approximately 1000 visa's are issued around October each
year. Enquire at the Canadian Consulate.

Papua New Guinea these days require 1000 hours for the issue of a working permit. This is in contrast with 3
years ago when you turned up in P.N.G. with a raw commercial and usually scored a job on the spot. P.N.G.
operators are now finding it difficult to find pilot’s with more than 1000 hours willing to fly some of the smaller
aeroplanes around the country. It is for this reason that the P.N.G. Government may overturn the “1000 Hour
requirement” in the near future.

USA is covered in its own chapter.

COST SHARING

One way to build up flying time is cost sharing. A cost sharing flight must not carry more than six people,
including the operating crew. They must all share equally in the cost of the flight, which must not be advertised
publicly and not run for profit. The level of operation for a private operator is lower than that of a commercial
operator therefore the passengers on such flights are not covered by normal insurances demanded by law for
commercial operations.
HELP

While I'm waiting For A Flying Job

While you are waiting for a position, you are under psychological strain. Your activity level is depressed at a
time when you need to be most active. Pilots tend to limit themselves psychologically in their efforts to get a
job. They have preconceptions about what they can and cannot do.
You may find that you become more depressed during your job search because of the small return you
seem to be getting from your initial effort of sending out resumes. Remember though that in any job search,
results generally take some time to see.
The mental attitude of a job seeker can be the key that bolts the door against securing a flying position.
Enthusiasm during unemployment is difficult to achieve when the pilot is feeling intense pressure to get a job.
You have invested a lot of time and money and now you want to see a return.
Establish a return to prevent feelings of disorientation and loss of control over your life. Choose a quiet
place at home, near a telephone, as a base from which you can conduct your job search. You should also
establish a definite period of time each day to search for a job, then put the search away after that daily period,
just as if you had a job. Your job at this time is to find a job.
You should plan an exercise program to keep physically fit, to reinforce the daily routine and most
importantly, to relieve the stress. There is nothing like exercise to release pent-up frustration’s. A physical
routine is important and now is the best time to start; away from the average working day. Caution has to be
exercised so that you don't fall into the soap opera syndrome (physical and mental isolation). Fight the practice
by getting out of the house every day to be with people, even if only to the library or to the park. You could go
to the airport and talk to people who may have information about job openings.
Take time for recreation with the family or friends, a practice that will allow you to return home
refreshed, ready for the job search.
Also suggested is the buddy system. Connect regularly with another person who can help you vent your
frustration’s. Family members often do not make good “buddies”. The best help may come from another pilot
looking for work; someone who knows the pressures and the ensuing job search, someone who can empathise.
Keeping in touch with other pilots looking for work is important from the networking aspect. If one pilot gets a
job offer, he may be able to recommend his “buddies” for other piloting positions, or at least notify his
“buddies” that the company is hiring.
Some pilots may find non-flight jobs with an operator, using other professional skills they may have;
perhaps working in freight or operations. Pilots who take this route often find some way to continue flying
regularly. Even a non-aviation related job assists greatly to relieve the pressure and reduce the hopelessness.

Non-Flying Jobs While You Are Looking

A non flying job while you are looking needs to fulfil certain criteria.
• Little to no notice is required when leaving your job for a new aviation job. Essentially most casual jobs fall
under this heading. Taking up a full time job that requires a months notice is not good practice. If a position
comes up with an operator you are generally required to start immediately. Leaving a job before working out
your notice period could lead you into legal problems.
• You’ll need least one business day a week to contact operators.

There are certain casual jobs around that fulfil the above criteria. Taxi driving is very popular as is pumping
petrol in a service station. Perhaps delivering pizza's at night would suit.

Combining Non-Aviation Job With Flying

Sometimes people have the initiative to combine non-flying occupations with flying. A classic example is the
Royal Flying Doctor Service. During 1929, Dr John Flynn combined his piloting ability with his medical
experience and foundered what is today the R.F.D.S. Vets, builders, electricians, plumbers and other tradesmen
have contracts in remote areas and justify the use of an aircraft as a transportation tool along the same lines as
one would justify the use of a company car. The author got his start in the industry working as a computer
engineer maintaining large computer systems in N.S.W. The task of driving to remote country towns at minimal
notice to fix computer systems got rather tiresome. After a while a light twin-engined aeroplane was used
instead to accomplish the same job but with less pain.

The opportunities are limitless. Brainstorm and see what you come up with.
What If I Never Get A Job? Flying Career Needs A Back-up

The world of the career pilot has changed. You should be considering what you will do if the bottom suddenly
drops out of your career. You should have alternatives in mind. This reality has led many pilots to develop
sidelines to their aviation careers.
The pilot has always an excellent reason to be thinking beyond his/her flying days. For instance,
without a Class 1 medical certificate, the pilot is grounded, suffering permanent loss of licence - a potentially
disastrous scenario. One of the best ways to assure that you can land on your feet after a fall is by developing a
sideline to your aviation career. This could be anything from AMWAY to a part-time position.
If you have completed an aviation degree, you would have covered aviation management, so
theoretically you should be a good managerial candidate. There are some fine career possibilities for a pilot in
management. Not everyone with a MBA, however, is a good manager, and the same holds true for graduates of
aviation degree’s. Regional airlines may look at a pilot’s management abilities a bit more quickly than the larger
airlines do. The smaller airlines have to make do on fewer resources, and the gung-ho pilot with a positive
attitude about the company and some administrative ability is likely to find management opportunities do exist.

Nothing that has been said in this chapter is meant to imply that piloting is anymore insecure than any
other line of human endeavour. The pilot is in a dynamic industry that draws its participants into
contact with a great many people, ideas and opportunities. Of course, the road to a flying job is
arduous and demands a great deal of your time and effort. Until you land a position that you are able
to regard as a career objective, you may have little time left over for other kinds of endeavour. But
once there, you need not wear blinkers. Opportunity is all around you.
 Chapte
r

USA

T he USA is the wealthiest and most powerful country in the world. Approximately 290 million Americans
enjoy one of the highest standards of living in the world in a country a little larger than Australia. Aviation
was pioneered in the USA.

The skies in the USA are some of the least regulated, their aviation facilities and airspace infrastructure is
amongst the most advanced, and the operating expenses of the aircraft is the least expensive anywhere in the
world.
FAA statistics show 215,000 civilian aircraft were on the USA register in 1990. Approximately 13,000
airports scatter the country. Most cities have numerous airfields; Los Angeles has 22 airports. Flight training in
the USA is a bargain. The majority of the flying schools offer cheap flying training, low cost or free
accommodation and employment for those training with the school. Even with the cost of the airfare and visas,
it could still be more cost effective to train in the USA.

TRAINING

The flying training in the USA is fairly similar to Australia, however, it is not as in-depth or thorough in general.
Nearly 90% of the USA is radar controlled, with VOR's generously spread across the country. Navigation and
'dead reckoning' skills taught are minimal.
The USA can be an enjoyable and economic country to study in as a pilot, as long as the proper
precautions are taken. Australians may find it as a cheap alternative, mixing it with the opportunity to have an
overseas vacation at the same time. Additional flying training and ground work will be required to meet the
necessary CAA licence requirements when you return back to Australia.
Perusing the advertisement section of any American Flying magazine reveals all sorts of fantastic training
courses.
• Career Pilot Courses - 0 to 1500 hour Airline Courses US$29,986

• Build multi-engine command time at US$49/hr (as opposed to AUS$200/hr here).

100 Hours of Seneca Time (wet) US$5500.
•
• Commuter Airline First Officer Program - US$8500.
100 hours flight time/(Flights to Caribbean and Florida).

• Turbo-Prop First Officer Program - US$15,000 - 100 hours flight time.

• B-727 Air Carrier - First Officer Program - US$19,800.

100 hours actual flight time/Ground School/727 Simulator.
The USA has some fantastic flying schools of which the most notable to enquire about are:

FlightSafety International
Vero Beach Airport
P.O Box 2708
Vero Beach, Florida 32961-2708
Ph: (407) 567-5178
Fax (407) 567 5228

Sierra Academy of Aeronautics

Oakland International Airport
Oakland, California 94614
Ph: (415) 568 6100

Bolivar Aviation
International School of Aeronautics
P.O Box 229
Bolivar, Tennessee 38008
Tel (901) 658-622
Fax (901) 658-6782

Probably a good place to start looking for US flying schools is the US Embassy. While you're looking around
the US Embassy, ask the staff about pilot training in the US. The person who issues the student visas may know
where most of your compatriots are headed for their flight training.
Some flying schools include manuals, test fees, housing, food and transportation costs in their package
programs for foreigners; others do not. Read the application and promotional material carefully and try to speak
with someone who has seen or attended the flight school your interested in or see whether you'll be living in a
house, a dormitory, a hotel, or a shack by the side of the runway. These extra costs vary widely from location to
location. You can expect to spend the most money living in the urban areas of the USA.
Avoid agreeing to an "all up front" payment plan for flight training. It is reasonable, however, to expect
to pay for some of your training in advance. Some flying schools require a first and last month's payment, and
then accept the rest of the funds on a month-to-month basis.
Also look for a fair refund policy. An honest school won't try to keep money you've paid for training or
extras you haven't received.
There are many schools in the USA which derive the majority of their business from overseas markets.
There are several pitfalls to attending such a school:
• The school may take advantage of the fact you don't know the USA regulations. You may find yourself
signing a variety of contracts and paying money which you'll later discover (too late), you need not have
spent.
• The school will be aware you are extremely vulnerable. Having paid the airfare to the USA as well as the
logistics involved, they know you'll be reluctant to leave without a licence. Once you've walked in the door,
you won't turn back. They can risk treating you unprofessionally, knowing you'll probably stay to complete
training.
• If the majority of the students are foreign, yet the school is open to USA students as well, this can often
indicate a bad reputation within the USA. American students won't attend a school if they've heard bad
reports. These reports unfortunately are rarely heard overseas.

For more information about flying training in the USA contact:

Federal Aviation Administration Headquarters

Public Information Centre
800 Independence Avenue SW
Washington, DC, 20591
Ph: (202) 267-3484
Fax: (202) 267-5039
 Future Aviation Professionals of America
4959 Massachusetts Boulevard
Atlanta, Georgia, 30337
Ph: (404) 997-8097
Fax: (404) 997-8111

University Aviation Association

3410 Skyway Drive
Opelika, Alabama, 36801
Ph: (205) 844-2434
Fax (205) 844-2432

FAA MEDICAL

It is generally a good idea to complete a FAA medical before heading to the USA. Various aviation doctors are
able to complete medicals to FAA standards. In Sydney contact either:

Dr Terence English, M.D.

Level 8, Australia Square,
George Street, Sydney
Tel: (02) 241 2148

or

Aviation Medicine Services

Dr Graeme Maclarn
Suite 5, 621 Airport Avenue,
Bankstown Airport, N.S.W., 2200
Ph: (bh) (02) 824 7511
Ph: (ah) (02) 451 1960
Fax (02) 452 1985

Incidentally, Aviation Medicine Services provides a wide range of Clinical Aviation Medicine related services
including:
• All classes of Aircrew medical examinations for:
Civil Aviation Authority - Australia
Civil Aviation Authority - United Kingdom
Department of Transport - Papua New Guinea and Malaysia
Federal Aviation Administration - USA
Ministry of Transport - New Zealand
• Clinical Aviation Medicine opinions for:
CAR 6.10 Waivers
Submissions to Administrative Appeals Tribunal

NONIMMIGRANT VISA’S

Only accredited schools can send you the proper visa application form, known as an I-20. Fill out and return the
I-20 form to the US Embassy in Australia. If you have provided the proper documents, including proof of
education and proof of your ability to pay for the training and other incidental expenses (housing, transportation
and food), you will probably be issued a visa for study in the USA. Visas for study come in three forms: F-1 for
students attending a college program, M-1 for students attending an approved flight school, and J-1 for students
in an exchange program. Don't even consider a school that says it is okay to come over and train on a tourist
visa. If your caught you will be sent home. Your M-1 or F-1 isn't valid if your not actively matriculated in a
flight school, so you'll be sent home if you drop out of your program too.
An M-1 visa is suited for the vocational student and is issued to those who undertake a full course of
study and is issued generally for the full period of study. It is difficult to change schools or get an extension as
well as difficult to obtain work authorisation.
A J-1 visa is usually not granted for more than 1 year, though it can be extended for up to 6 months. You can
work on a J-1 visa. The terms of the visa include a 2-year foreign residence requirement, which means you must
leave USA for 2 years after visa expires.
 The flying school arranges the visa and therefore charge what they want. Around $200 for a visa is
reasonable. It is a long and difficult process to change schools on the visa. Employment other than flying is
strictly prohibited. Caution has to be exercised with schools offering employment. This is usually nothing more
than bait to lure you into the establishment.
The best way to organise your visa is to start off with an M1. It's much cheaper and until you have
employment, it's all you need. Once you've almost completed your training and are assured of employment, it is
time to get the J-1. Doing this you won't have wasted valuable 'work visa time' studying. It essentially gives you
an extra six months in the USA.

EMPLOYMENT

To be eligible for employment in the USA you are required to be in receipt of a Greencard or visa as covered in
the visa section.

Agencies

The simplest way to find out who is hiring and whether you are eligible is to register with an aviation
employment agency. The USA has numerous employment agencies of which the most notable are:

IASCO - International Air Service Company

950 Tower Lane, Suite 1500
Foster City CA 94404 USA
Tel: (415) 358 0200
or (415) 378 7484
Fax: (415) 358 0250
or (415) 345 5360

or

Flight Crews Worldwide Inc.

11360 66th Street, Suite 101
Largo FL 34643 USA
Tel: (813) 545 8963

or

AIRMARK
27392 Calle Arroyo
San Juan, Capistrano
CA 92675 USA
Tel (714) 661 7976
Fax (714) 661 2473

Contact the agencies for an employment application form. The form allows you to fill in information relating to
your previous employment, your unemployment intervals, flight times, education, military records, biographical
information, mechanical skills, clerical skills along with a supplement on alcohol and drug policy. You then
forward the application along with copies of Flight Crew Licence, Medical Certificate, Flight Telephone
Operators Certificate and the identification page of your passport. You will then be notified when your
application has been received. You now are on file.

CONVERSION OF FOREIGN LICENCE TO AN AUSTRALIAN LICENCE

When you return to Australia you must convert your FAA pilots licence to an Australian CAA licence. The
CAA rules and regulations are strict and as a consequence the standards of Australian licences are regarded
highly by world authorities. The CAA retains the right to determine policy in relation to recognition of foreign
flight crew licences and ratings granted by other countries. Consequently, the requirements and conditions
outlined here may vary from time to time. Further information can be obtained by contacting the Flying
Operations Section of the appropriate Regional CAA Office.
Generally an applicant for the issue of an Australian licence is required to pass a written examination in
Flight Rules and Procedures and meet all aeronautical experience requirements up to and including those
prescribed for that particular class of licence. They must also meet the age requirements specified for the licence
category and be able to speak, write and understand the English Language. With either an instrument rating or
instructor rating the applicant is required to pass the relevant written examinations and a practical flight test.
 Chapte
r

SETTING UP A FLYING
BUSINESS

O pportunities do occur where you could conduct your own flying business with your own AOC (Air
Operators Certificate). A typical scenario may be when you come across a lot of money, unable to secure
employment and have an idea to develop some business. Scepticism in the early stages of such situations
could save you a lot of money and aggravation. The whole idea of doing a job is to earn money. You’re doing
yourself and other pilots a disservice by underselling yourself just because you are keen to fly. You’ll suffer the
same fate as companies who undercut - in the end, the waters just get stirred up, nobody makes any money at all
and very few survive.
The object of a flying business is not to fly but to make a profit. The magic figure to survive in the
small charter world is 500 hours utilisation per aircraft per year. That is 10 revenue hours per week. Any
business that operates aircraft must have high utilisation... the higher the better. The higher the utilisation the
higher the cost effectiveness.
Planning is the first function as it lays the groundwork for all other functions. It identifies goals and
alternatives. It maps out a course of action. Planning also achieves in setting in motion the following processes:
• Determination of what resources will be needed.
• Identification of the number of personnel the operation will need.
• Develop the foundation for the operation to work.

Organising involves assembling all the resources necessary to achieve the companies objectives.

LOOK AT THE MARKET

Far to many people forget about marketing. They set themselves up on an airfield, having done no research,
don’t market their product and because they have an aeroplane expect the customers to beat a path to their door.
If work does come its usually by accident. The same people unfortunately undercut everybody else
around thinking that they can put the competition out of business then put the prices up again. It doesn’t work
like that. The person who undercuts usually goes out of business first because they have no cash flow.
Any business survives due to a market being serviced. No market, no business. The first step is to
evaluate the market. Market research include such things as:
• The economy.
• Technology.
• Society.
• Politics and law.
• Customers.
• Available Resources.

From here you need to establish if a business opportunity exists and if so in what segment? Perhaps there is a
niche market you could operate in (like aerobatics) or perhaps market share you could grab for specialised IF
training.
You need to look at whether you have a market advantage. What opportunities are there? You need a market
focus not a product focus. Just because you open a flying school does not automatically mean students will beat
a path to you door.
You need to also evaluate the competition in the market and establish what advantages your business
would have over theirs. If there are already competitors in the market place then what gives you the confidence
that your product or service will capture the appropriate market share? Look at what the competition is selling.
If a competitor is not selling a certain product, could that be that there is no work?
A business plan needs to be completed at this stage. A business plan helps you to clarify your thinking
and gives you a vision for the business having regard for the environmental factors and a range of other
considerations. The business plan translates this vision into a practical format and is customarily used when
seeking allocation of resources or for raising venture or shareholder capital for a new business opportunity. Any
good bookshop has books specifically on business plans for those unfamiliar with them. A business plan can be
relatively inexpensive to complete but may definitely convince you not to proceed into an area where you could
lose a lot of money (and hair).

ECONOMIC TIMES

A word of warning on the current economic climate in Australia. Many well established, competently managed,
well positioned flying schools and charter operators have gone under. The recession reduced the disposable
income of the average Australian thus flying schools customers dwindled. Charter operators saw their annual
flying hours reduce to a fraction of what is required to remain profitable. It is very, very tough. The CAA also
have ever increasing costs that nibble at wafer thin profit margins.

BUSINESS STRUCTURE

So you have decided it is viable... where do you go from here.

As per CAR 213, the operator must provide an adequate organisation, including trained staff, together with
workshop and other equipment and facilities in such quantities and at such places as the Authority directs in
order to ensure that airframes, engines, propellers, instruments, equipment and accessories are properly
maintained at all times when they are in use.
A company or organisation structure must be established and details placed in the operations manual.
The operator must provide an infrastructure of aeroplanes and personnel. The responsibilities of the company
personnel must be established. Personalities include:
• Chief Pilot (CP).
• Chief Flight Instructor (CFI).

A syllabus for all training courses must be provided and included in the operations manual. Insurance is
acquired. Administration procedures need to be put in place. Hangarage needs to be organised.

CHIEF PILOT

The Chief Pilot is the main point of reference for the CAA. They expect the CP to have some control over the
day-to-day running of the business. Technically his/her job is to keep things legal. The CP is responsible for
such things as bi-annual flight checks and annual emergency proficiency checks. The CP must ensure that each
pilot undertakes a dangerous goods awareness course every 2 years. Requirements for the CP is stated in CAO
82.0.

FLYING SCHOOL LICENCE

Details for flying school licences are stated in CAO 80. A flying school licence details such things as class
rating (private, commercial or integrated). Several things must be satisfied to operate a flying school:
• Documents and facilities.
• Maps
• Briefing facilities - white board in an ATCO shed is sufficient.
• Must have Aircraft of suitable type.
• Means of simulating IF (Hood).
• Exam room must have security.
• Detailed syllabus.
• Staff required are:
- Qualified staff (Instructor rating)
- CFI Grade 1 (750 hours) and an interview by CAA to be approved
- Theory instructor(s).

CONDUCT OF INSTRUCTING OPERATIONS

The CAA specifies that the flying school be run to satisfy the following:
• Must display flying school licence in a prominent place.
• Keep student records.
• Must integrate the theory and flying (if an integrated flying school).
• CFI must periodically check instructors.
• Students to be briefed (we know this doesn’t always happen).
• Operate within Flight and Duty Times as per CAO 48.
• Keep records of flight tests.

COSTS

Aviation is a very expensive business. You may need to borrow money... lots of it. You need money not only to
cover the cost of equipment but also to cover the slack periods in cash flow when the customers just aren’t
walking through the door. It is beyond the scope of this book to go into avenues for acquiring money.
Lets look at typical cost for a typical charter scenario:

Aircraft Operating Cost - Charter (Chieftain)

Direct
Fuel 185 litres/hr @ $.80/ltr = 148.00
Periodic Maintenance
$7000 per 100 hourly 70.00
Engine $48,000 per 2000hr 24.00
Props $7000 per 2000hr 3.50
Unscheduled Maintenance 70.00
======
$315.50/hr

Fixed
Insurance (Hull) 9,000
Liability Insurance 1,500
GAIT Charges 2,000
Airframe ($18,000 every 3 years) 6,000
Finance costs (Based on $300,000) 60,300
Wages 28,000
======
$106,800

Utilisation Direct + Fixed = Operating Cost

200 315.50 + 534.00 = $849.50/hr
400 315.50 + 267.00 = $582.50/hr
600 315.50 + 178.00 = $493.50/hr
800 315.50 + 133.50 = $449.00/hr

You also need to consider such things as landing charges.

Aircraft Operating Cost - Flying Training (Warrior)

Direct
Fuel 40 litres/hr @ $.80/ltr = 32.00
Periodic Maintenance
$1000 per 100 hourly 10.00
Engine $15,000 per 2000hr 7.50
Prop $400 per 2000hr 5.50
Unscheduled Maintenance 2.70
======
$57.70/hr

Fixed
Insurance (Hull) 4,400
Liability Insurance 600
GAIT Charges 1,200
Finance costs (Based on $50,000) 10,500
Wages 28,000
======
$44,700

Utilisation Direct + Fixed = Operating Cost

400 57.70 + 195.00 = $252.70/hr
600 57.70 + 130.00 = $187.70/hr
800 57.70 + 97.50 = $155.20/hr
1000 57.70 + 78.00 = $135.70/hr

FINDING AN AEROPLANE

Any flying business must have an aeroplane to operate. You may decide whether you buy, cross-hire or lease.
Take time to talk to pilots and engineers who work on the type you are looking for.
Look around for the best finance rate. Under the current economic climate, banks at the moment are
very reluctant to lend money to purchase aeroplanes.
Aircraft manufacturers offer excellent terms to approved customers. Typically Piper finance rates read:
• Term - 5 year / 50% residual (Australian dollars).
• Monthly repayment (monthly in advance) $16.75 per $1000 borrowed.

Example
Warrior ex Vero Beach US$128,500 converted at say 0.7731:
A$166,214 = 166.214 x $16.75 = A$2784 per month + a residual payment of $83,107.

The above is only an indication of finance costs and should be used as a guide only. Of course buying from the
USA you must include delivery costs, local taxes and domestic CoA.
Incidentally, any commercial pilots should be able to work out the operating costs, break even points
for operations and a finance plan. You also should be able to interpret the log books for engines, propellers and
avionics.
Buying is very tricky business and should be left to the professionals. The extra expense it costs to buy an
aeroplane through a vendor is a tiny price to pay than if you buy a lemon. The average age of aeroplanes is
increasing so the chances of securing a lemon also increase.
Finding an aeroplane is a complicated process. Search:
• .Auctions
• Newspapers.
• Aircraft Registration Handbook.

OPERATIONS MANUAL

The operations manual is usually the first document that a new commercial pilot reviews when he/she starts
work with a company. The operations manual is for the use and guidance of the operations personnel of the
operator. The CAA's prime objective in requiring the operations manual to be written in the first place is to
promote safety in the company. The operations manual must contain such information, procedures and
instructions with respect to the flight operations of all types of aircraft operated by the operator as are necessary
to ensure the safe conduct of the flight operations (other than information, procedures or instructions that are set
out in other documents required to be carried in the aircraft in pursuance of the CAR’s).
Make an enquiry to the CAA and they will furnish a guide to the preparation of operations manuals. A
standardised format for the operations manual is usually used as this has the advantages of ease of compilation,
speed of CAA assessment, efficiency of use by staff and ease of amendment, update and extension. Its not
surprising that most operations manual are photocopies of someone else’s.
The operations manual generally is indexed into parts:
• Part A: General operating procedures.
• Part B: Specific aircraft operating procedures.
• Part C: Training and checking under CAR 217.
• Part D: Specialised operations.
• Part E: Flying School operation (if applicable).

There is no reason why you cannot deviate from the standardised format to make the operations manual more
concise, intelligible and relevant. You just need to put in instructions that are applicable to your company.
Specialist companies specialise in creating operations manual for both start-up and existing companies.
One such company is Bondesco. The Bondesco operations manual is a comprehensive, yet easily read guide to
all operations, from general to specialised. Compact in size, the Bondesco operations manual has been designed
to accept updates to procedures (12 months at no extra cost). A fast turnaround means the Bondesco operations
manual can be acquired in just 7 days. Bondesco will also assist with your AOC application if required. For
more details call Ross Bond at Bondesco Pty Ltd on (07) 848 2624, or (018) 740 683.

AIR OPERATORS CERTIFICATE (A.O.C.)

Essentially you must not advertise commercial operations unless you are the holder of an AOC. When enquiring
to the CAA about AOC application they will send out an application form together with a copy of Civil Aviation
Order 82.0 and a guide to the preparation of an operations manual. The requirements are set out below for the
application and subsequent issue of an Air Operators Certificate.
1. The aircraft(s) should be placed in the appropriate category on the Australian Civil Register.
2. A suitably qualified pilot acting as Chief Pilot will need to be nominated who will have to be
interviewed and approved by the CAA to supervise operations.
3. For flying training operations, a suitably qualified pilot acting as Chief Flying Instructor must be
nominated also adequate briefing room facilities will need to be provided, including cutaway models
and training aids.
4. For charter operations appropriate third party insurance required by the Civil Aviation (Carrier's
Liability) Act will need to be carried.
5. If trading as a company or under a trade name, a copy of the Certificate of Incorporation, Certificate of
Business Trading Name, and the names, nationalities and shareholdings of any shareholders will need
to be provided.
6. With regard to maintenance of the aircraft, maintenance arrangements for compliance with sub-division
B, of Part 4A of the Civil Aviation Regulations will need to be stated.
7. You will have to submit an operations manual covering the operation of the Organisation and the
aircraft utilised.

The issue of an Air Operators Certificate attracts a fee (usually minimal) which is determined by the CAA based
on the cost to the CAA to assess the application. The completed application form and associated documentation
should be forwarded to your appropriate local CAA office. You now wait. The CAA can take quite a long time
(3 months) to process an AOC application depending on their work load at the time. To speed up the process,
you can forewarn the CAA of your submission and they will allocate resources at the suggested date of
application. A quality application by this method could be processed in 2 weeks.
The CAA may then give a direction requiring the operator to include particular information, procedures and
instructions in the operations manual or requiring the operator to revise or vary the information, procedures and
instructions contained in the operations manual. Copies of the completed and approved operations manual must
be available to the personnel of the operation.
Commercial air services operations within the States of Queensland, New South Wales, Tasmania,
Western Australia and the Northern Territory must also be conducted in accordance with licences issued by
those State Governments. Contact the relevant State Department of Transport for more information.
OPERATING UNDER SOMEONE ELSE'S AOC

If obtaining an AOC appears insurmountable you could think of operating under someone else’s AOC. You
basically are taken under wing of an already established operator and therefore must comply with their
operations manual and all procedures. They may charge a token amount for using their AOC but if your not sure
if your venture is viable this could be the path to follow. Changes must be made to the operations manual to
reflect the change in aircraft and procedures. Most operators are not to keen to do this but with the present
economic climate they may consider it.
 Chapte
r

SUCCESS

S uccess means different things to different people. If your desire is to do nothing with your life other than
earn sufficient money to live on by flying in any aeroplane, have an average house, and go on holiday for
two weeks a year and that is truly what you want in your heart - then do it. Conversely, if you desire to live
in a mansion and to travel the world as an airline pilot - and this is truly your desire, not just a fanciful whim -
then you should take the brakes off your life and fulfil your dream. Neither course of action is intrinsically
better than the other. They are different, that's all. Doing that which makes you happy, doing it well, and being
satisfied with your achievement is what equates to a successful life. But within many of us are psychological
barriers which must be overcome before we can be successful to any degree.
The message is that success in life is a decision, not an accident of birth or a lucky
break. Your future depends on the actions you take from now on. What you have done in
the past is of no importance.
This may be your first introduction to the subject of success. To pick this book up
and read it most probably means that you are looking for clues to start you on the right
path. The path to become a pilot, or for that matter, the path of life is well worn around the
bottom trails. The trails higher up are less trodden and quiet along with a fantastic view.
How can you climb this mountain?

Success is available for you if you know how to achieve it.

Success Is For You

Success in life is not dependent on what your background is, what happened to you in the past, how intelligent
you are, or how good looking you are or how much luck comes your way.
Certainly people are born with different talents but there is always a compensating factor. Certain
people find everything is easy at first and never learn the important habits of patience and persistence. So forget
about using your background as a excuse and remember that we all have potential to be what we what to be and
also to do what we want to do. Success in life is predictable and it can almost always be achieved if you follow
certain rules.
There are two major steps: learn what has to be done, then put it in practice. You can do both if you want to.

Goal Setting

To secure success you must set goals. Ask any successful person how they achieved their success and they will
most likely say through hard work and goal setting. People who study success agree that the one factor that all
successful people have in common is that they set goals. All successful people create, and then attain, goals. In
1952 Harvard University in the USA began a study. They took that year's graduating class and asked them how
many students had written down their goals. The figure was 3 per cent. Twenty years later that same 3 per cent
had a greater net worth than the other 97 per cent combined. Their goals had changed over the years as their
lives had changed, but they had always kept a written list of those things they wanted to achieve.
Develop an ability to decide what you want then make a detailed plan about how to go after it. If you
can master that, your success is guaranteed, for you have literally given yourself the power to plan your future.
When you learn to fly, you flightplan to fly from A to B. You look at such things as MET conditions, fuel,
lighting, navaids, aircraft serviceability, alternate aerodromes etc. You then climb into your aircraft and fly from
A to B as planned. The sad fact is the planning is not applied to their life.
 When you set a goal you make a statement, a commitment. Goals differ from wishes. You hear people
all the time saying "I wish I could work for Hazelton's/Qantas/Ansett", "I wish I was earning good money", " I
wish I was happy". These people unfortunately have not planned for these things to happen. Setting goals allows
you to focus on the problem. This focus keeps you motivated.
When setting a major goal, divide it into a series of little goals to be achieved. For instance you may set
a goal to be employed as a flight instructor by Christmas. Your goal could be divided into smaller goals:
• I will work at night delivering pizzas to earn money for my instructor rating.
• This weekend I will peruse every flying school offering instructor ratings to find the one I will train with.
• I will start my course part-time in 5 weeks time.
• I will produce the highest quality briefing notes on the course.
• I will strive for the highest discipline in manner, conduct and appearance.
• I will constantly take time to listen to people about the industry to find the best way to acquire students.
• Not only will I strive to pass the instructor course but I will read up on marketing and salesmanship to
enhance my skills toward obtaining students.

Goal setting is an integral part of a successful person's life. Goal setting is about planning.
Setting a time when you do something helps eliminate disorientation and reduces
disillusionment. By setting goals it helps motivates you to do the necessary things that
often don't get done by a chronic procrastinator. A goal could be a deadline such as "At
Christmas time I'm heading to the N.T."
Here are some of the advantages of having goals:
• Goals impart a sense of purpose to your actions. They give you your "reason why".
Few of us are born with any degree of self motivation. Goals give you something to
aim for.
• Goals enable you to monitor your progress as you achieve one target after another.
• Goals increase your feelings of self-worth and improve your self-image. As you progressively achieve one
goal after another, you come to realise the extent of your accomplishments and you will feel good about
yourself and about what you are doing.
• Goals help boost your self-confidence. As you achieve each goal that you set yourself, your confidence that
you can achieve your next goal will increase.

How To Create Your Goals

First decide what you really want out of life. Until you know what you want, how can you set about achieving
it? Interestingly, when we sit down to seriously contemplate our future, the things we so often say we want don't
seem so attractive any more. An example of this might be a desire to win lotto. Many people, if they are really
honest, do not want to win the lotto, simply because they would not know what to do with the money or the
leisure time it would bring.
So think deeply about what you want from life and your flying career. Then set your goals accordingly.
Set short, medium, and long-term goals. If you only set yourself targets which will take years of work to achieve
you will more than likely become disillusioned before you accomplish them. Self-confidence comes largely
from succeeding at what you do. If your only goal is so high and distant that it would take Superman ten years to
bring it to fruition you will be in for a lot of heartache. You do need those expansive, long-term goals, of course.
They are the stars you steer by.
When the going gets tough - as it will from time to time - you need to have something distant to work
towards to help give a sense of purpose to your endeavours. But you must create smaller, more easily attainable
goals too. Decide on how much flying you want this month or how many operators you are going to target for
employment. Then do the same for next month. Give yourself something concrete to aim for and which can be
achieved in the near future. These short-term goals will encourage you because you will soon see the results of
your efforts. This is important.
Medium-term goals are exactly as they sound. They will help you develop stamina. After working for
six months it will feel good to see that you have achieved an objective which once seemed alarmingly distant.
The achievement of these mid-range goals will help to sustain your belief that you can bring about the
realisation of those really big dreams.
Some of the goals you need to set if you are unemployed in the aviation industry are as follows.
• The amount of time you are going to allocate to your employment seeking activities.
• The number of operators with prospective vacant positions you are going to talk to each day. If you only talk
to two people each day, that means you will have presented yourself fourteen times in one week. That's 728
times in one year! Does it seem reasonable that, by the law of averages, out of that number of contacts you
should be able to land a job?
• The target dates for making the various levels in your career.
You must write your goals down. This solidifies your thoughts into a material form. It is always good to link
mental and physical actions. Constant referral to your written list of goals will cement them in your mind.
Long term goals must be specific. A vague idea like "I want an airline job" will not do. Your mind
brings things into your life only when instructed accurately. There is a saying among computer programmers - if
you feed garbage into a computer, you get garbage out! The mind can be paralleled with a computer, albeit an
organic one. You need to be as specific when feeding your mind as the programmer has to be when writing his
program.
You need to give yourself time-related tasks. Set yourself specific dates by which you expect to have
achieved your goals. This imparts a sense of urgency to your actions and the time factor will give you something
to race against.
You must visualise your goals. The images you hold in your mind, of where you want to go and what
you want to achieve, are of great importance. Your physical life is a reflection of those thoughts you hold most
strongly and consistently in your mind.

Fear

Fear can manifest itself in several ways. It is quite natural to experience a certain apprehension when starting
any new project. Contacting operators for employment opportunities is full of fear for some pilots. After all, you
will be coming into contact with a number of people you have never met before, and will have to absorb a
quantity of new information. You wouldn't be human if you did not feel some form of tension simply at the
thought of what you are going to be doing. Even the greatest actors get stage fright; Formula One racing drivers
frequently cannot talk to anyone immediately before a race because they are so tense; and many eloquent public
speakers never lose that initial trepidation they feel when beginning a talk.
The important point - and its importance cannot be overemphasised - is that although these people
experience a degree of fear, they are in control of that fear. It does not rule their lives.
Fear can be a life-saving factor. It serves a real and necessary purpose and you will never be entirely rid
of it. Fear enables us to survive in a hostile and dangerous world. Soldiers who felt no fear would walk calmly
up to the enemy's guns - and be cut to pieces in the crossfire. But most soldiers going into battle will feel fear
and that fear will cause them to take actions and make decisions which may save their lives. It is the
exaggerated, unhelpful fear which we are concerned about here.
It is often said that the hardest door to get through is your own. We will now take a look at the reasons
behind this, and at the types of fear you will most commonly come across when looking for employment.

Failure

As you strive for success you will no doubt come across failure. Don't let the first defeat put you off trying
again. Just because an operator has said that they are not interested in employing someone today doesn't mean
they are not going to be interested next month.
There is nothing wrong with making a mistake, nor is there anything wrong with failing. An integral
part of success is failure. The only real failure is failing to try.
Those who never attempt anything, never fail at anything! Of course, the easy option is to spend your
evenings staring at the television, living your life vicariously through other people's dreams. Not for you will be
the humiliation of having tried and failed; not for you the financial loss incurred - and not for you will be the
rewards and glory of success.
Those who never take the risk of venturing through their own front door will never see their own
dreams realised, and will never have the satisfaction of creating something new. An action which fails can also
be called a mistake. If you learn from those mistakes and continue to put one foot in front of the other as you
follow your chosen path, you must eventually be successful.
If you look at the lives of most successful people you will find that they have often made a greater than
average share of mistakes. Look at Jeffrey Archer for example. He was an English millionaire businessman who
lost all his money and ended up nearly half a million pounds in debt. What did he do? Did he give up in despair,
thinking that life would never work for him? No! He sat down and wrote a novel. And another. Then another.
His third book, not his first as many believe, became a smash-hit best-seller. After reading Kane and Abel
people went back to the first two books and made them best-sellers too. It took seven years for Jeffrey Archer to
pay off all his debt. But by then he had made another million.

Fear Of Rejection

In looking for employment you will face a lot of "no's". Your attitude towards this constant rejection will shape
the whole future of career. The average Chief Pilot/Chief Flying Instructor is usually an ordinary, pleasant,
intelligent human being. Fears can be unjustifiably blown up out of all proportion by your own imagination.
 Eventually, you will learn how to detach yourself from the hurt of people saying 'no'. When you learn
not to take their dismissal personally, when you see the whole situation in a clear light unclouded by imaginary
fears, you will become extremely proficient at marketing yourself.
Action is the antidote for fear. You will find that the more you confront the thing of which you are
afraid, the less that fear will exert its stranglehold on your life. If you continually do something of which you are
afraid and remain in control of that situation - even if you are screaming inside - your brain will build up a store
of success-oriented memories. The next time you enter a similar situation your mind will be able to draw on
those success memories and will feed you confidence instead of paranoia.

Fear Of What Others Might Think

Which is of greater concern to you: what others may, or may not, think about your flying aspirations and your
methods for achieving your goals - or the realisation of your dreams? No matter what you do, or do not do, there
will be some people who wish you well, and some who will not. If the negative opinions of other people are of
concern to you, you must learn to turn yourself off from them.
Some people, unable or unwilling to create successful lives for themselves, delight in destroying others
hopes as well. They will do this by making disparaging remarks about your career aspirations, your manners or
what they can think of. In effect, these people are attempting to steal your dream away from you. If you allow
these negative people to invade your space often enough, some of those poisonous seeds may take root, and
before you know it your enthusiasm will have died.

Positive Mental Attitude

It is interesting to note that you usually get in life what you expect. It’s important to
constantly maintain a positive mental attitude. Practice it long enough and it becomes second
nature. Operators sense your attitude when they interview you and usually are not interested
in people with a poor outlook in life. Applying the psychology of success without the correct
mental attitude, the chances of becoming successful are slim. But the power of the mind to
affect changes over our physical environment is now becoming more accepted. The greater
your acceptance of this power, and the more you apply it to your life, the greater will be
your chances of making your dreams come true.
People with a positive mental attitude expect the best for themselves and other people in all situations.
Positive thinkers do not refuse to recognise the negative, they refuse to dwell on it. Positive thinking is a form of
thought which habitually looks for the best results from the worst conditions. It is possible to look for something
to build on; it is possible to expect the best for yourself even though things look bad. And the remarkable fact is
that when you seek good, you are very likely to find it.
In simple terms if you have a positive mental attitude you are an optimist who looks on the bright side
of life and who expects most of the situations you face in life to have a favourable outcome.
We tend to get conditioned by the generally negative world around us. Because people don't make it,
they create a world where they will be comfortable. That is why newspapers, radio and TV stations prefer bad
news to good news. If you look at the news or read the paper there is generally a headline on bad economic
news or a disaster overseas, details of a car crash or a story about a murder.
It is important to keep a positive mental attitude. Qantas only hire people with a positive mental
attitude. This quality is evident in the psychological tests conducted during recruitment tests. Recruitment
personnel much prefer to hire a low hour person with a positive mental attitude than a high hour person without
a positive mental attitude.
You will find that life seems to work in circles that go round and round to lift you up, or round and
round to pull you down. Negative thinkers fear the worst and therefore subconsciously probably don't try as
hard. It usually takes time and effort to produce a worthwhile result and there are often setbacks along the way.
How could you possibly stick with a project if you believed you would fail?
Now think about those who have read what is in this chapter and are putting it in practice. They have
set practical goals, they are discovering how to make them happen and they are working hard to develop those
skills which is building their self esteem. They don't worry about following the crowd because they understand
that "most people" are going in the wrong direction. They are not concerned with making mistakes because they
know that failure is at worst, an opportunity to learn. They can therefore face the future with confidence.
One of the most important success rules to follow is to take command of your mind and therefore your
life. Many people take positive thinking to mean nothing more than developing their will-power. But, although a
strong positive will is to be admired, you will not achieve much in the way of results using your will alone. And
what you do achieve will be hard won.
Self Image

Many people suffer from a poor self-image. They think of themselves as not being good enough, or clever
enough, or attractive enough. But consider this: you are a unique individual, there has never been anyone like
you before in the history of the universe, and there will never be anyone quite like you again. Isn't that
incredible? Don't you think someone as unique and special as you ought to be feeling pretty good about
themselves?
A lot of people are waiting for someone to give them permission to be happy and permission to be
successful. This often stems from childhood, when we had to gain our parents permission for everything we did.
But why wait for someone else to tell you? You could wait a long time and by then it may be too late. In truth
you are the only one who can give yourself the permission to be successful and happy. You have the right to
expect the best in life for yourself and those you love.
Give 120 per cent commitment to living. Go on training courses, read motivational literature, listen to
motivational and self development tapes, participate in life skills and personal growth. Improve your self-image.

Reframing

You have the power to control your actions to achieve virtually anything in life. You are the one who has full
responsibility for your life. You live your life as you see it. Therefore your life can be changed by the way you
look at it. There are many points of view to any topic. And many of these points are right. It just depends on the
set of glasses you are looking through at the time. Depending what pair of glasses you are wearing at the time
has an enormous effect on your life. Changing the way you look at something is called reframing. One person
might say that 20% of pilots are unemployed; we must be in a recession. Another might say 80% of pilots are
employed; we must be in a boom. I'm not playing with words here. You choose the way you see it. This changes
the way you respond to it. This will then change the way you act which in turn leads to a more favourable
outcome. With the right pair of glasses you can turn any unwanted incident into a positive learning experience.
This happens quite frequently when you are learning to fly. You make a mistake and learn from it. If you miss
out on a job, no problems. You now have more knowledge to help you get the next job that comes along. Think
to yourself "How can I turn this situation into a positive one?"

Other People’s Perceptions

The GA industry is full of people that spend the majority of their time complaining and trying to negatively
program people. This negative programming is then passed on to other people involved in the industry. Don't
succumb to what a few people with weak characters think. Your response could be one of motivation. If
someone said "There is no point sending a resume to XYZ company because the industry is in poor shape" your
response could be "I'm going to send a resume because I consider it to be a challenge and not only that, if I get
knocked back, I'll know one more way not to approach an application". Never underestimate the power of your
words on other people. Always encourage. Always compliment.
Some people say that they have nothing to be grateful for. When we are going through some of life's
hard times it can be hard to see the good things. But think of this: virtually every person in the industrialised
world has a higher standard of health and education than even the aristocracy had a hundred years ago. We live
in a degree of comfort and warmth which would have been inconceivable to our grandparents. And what about
the starving masses in today's Third World? You are certainly better off than them.

When life looks bleak take a while to stand back and look sensibly at your situation. Develop a feeling of gratitude that it is
not you who is hungry and suffering from malnutrition. In everyone's life there is something for which they can be grateful,
even if it is only the simple gift of life itself.

Law Of The Farm

We only get out of life what we put into it. How many times have you seen people trying to take short cuts to
achieve something and have usually failed on a large scale. The law of the farm states that:
• You cannot reap before you have sown.
and a less obvious one is:
• You always reap far more than you sow.
You can't plant corn seeds today and expect to reap corn tomorrow. But plant corn seeds today and be patient till
harvest time and you will be handsomely rewarded. Make the effort before you enjoy the results.

Go The Extra Mile

Get into the habit of going the extra mile. Employers look for people that have done extra curricular activities at
school. They are not after someone who thinks life is a 9 to 5 job. By going the extra mile you will be noticed.
This means you'll be presented with chances to learn new skills and to show more of your ability to others which
all helps getting along that road to success.
Strive to get the big picture. Show an interest in things not directly related to flying an aeroplane such as:
- look at aircraft maintenance and what a LAME does
- look at aircraft sales
- look at ATC.
Don't just focus on doing the minimum that a pilot is expected to do.

Acquire Sales Skills

Sales skills is not about being a shonky second-hand car dealer. Its about identifying a problem, finding a
solution and convincing the customer the solution is suitable for them. When you apply for a job you are
essentially trying to sell yourself (a solution) to the employer (the customer) because he needs employees (to
solve problems).
By developing sales skills you are learning to gain others trust, to ask probing questions to get to the
heart of a problem, and to persuade others to a course of action. Another term for this is leadership. Leadership
skills will lead you to the top. Your local library or bookshop will have many excellent texts on selling. See
what you can find.

Be A Non-Stop Learner

You have many skills that are not yet developed. If you could develop your skills you will expand the value of
the service you can offer which will increase the rewards in life. The solution to almost any problem is to
educate yourself to handle it better. This process is called self development. Make time and put in the effort to
learn new skills. New skills boost your self esteem. New skills open up a new world of opportunities. Your
improved skills enable you to deliver a better service. Continual self development is one of the best ways to
provide security because it ensures you will not be left behind.
Be different - most won't do it. Unfortunately most people just aren't interested in self development so
if you take the time to improve your skills you will be in the minority. Self development takes time and effort, as
discussed with sowing and reaping, the rewards always far outweigh the effort. Only by working on your skills
can you bring out the potential in you. Practise continual self development. Your rewards are in proportion to
the way you develop your skills and as the world changes these skills will be in demand.
Entry into aviation is simply not a matter of choosing what you want to do. You have to persuade
employers to choose you. Your career options will be limited to some extent by your personality, your abilities,
your financial resources, and fluctuations in the job market and economy. For this reason it is important to keep
self improving (making yourself more marketable). This can be achieved through reading widely and
completing any course on any subject.
Self development is made easier with the reading of wisdom (or success) literature. Wisdom literature
deals with the art of living. There is significant benefits to be gained by looking for the most general themes in
these books. Devote effort to learn from authors of good books who have devoted tremendous effort putting
experiences to paper. Become a more rounded person. Use the vast body of human experience as a resource in
educating. Read autobiographies and biographies to develop intuitions as to how successful people have
achieved success.

Failure (Again)

As mentioned before, an essential ingredient to success is failure. You need to stand apart from the herd, to find
the courage to gain success. To do this you need to improve your skills and knowledge. To do this you move out
of your comfort zone. This entails trying a whole lot of new things that your not accustomed to.
The only way to become competent in the area you choose is to learn about it and try and do it. Unless
you are an exceptional person, you are not going to get it right first time. Even if you did get it right first time,
by some stroke of luck, you would learn little by it - a real learning experience comes when it all goes wrong.
Successful people are not those people who have been insulated from failure but those who have faced
and overcome failure. Certainly it can be hard to handle unhappy experiences and projects that turned bad on us
but it is the most effective way we can learn. Just as a piece of iron is made hard by being plunged into a tub of
cold water so a person is made tough by facing and overcoming set-backs and problems. You'll never reach your
potential if you try to dodge life's challenges by avoiding new experiences.
You'll find that life continually sets you exams to try to find out what went wrong. If you fail the exam
you are doomed to repeat the lesson until you know it. To get the most out of your set-backs try the following:
(1) Analyse the situation and try to find out what went wrong. When you are doing this be strictly honest with
yourself and don't fall into the habit of blaming others for the mishap. Once you can face that instead of
trying to camouflage the reality by blaming others you are well on the way to finding permanent solutions.
(2) Practise the technique of reframing and tell yourself that what happened was obviously meant to happen.
Ask if the incident has shown you a new direction.
(3) Set out to find something good about the situation.
(4) Treat it as an opportunity to re-assess your goals. Does this mean that some of your goals are unrealistic or is
the problem a minor detour on your path to success. For example if you fail to gain admission to the tertiary
institution of your choice you may want to consider alternative routes to get where you want to go.
(5) Be aware that failure is only a temporary condition and there are many roads leading to where you want to
go.

While you must accept failure if you are to succeed it is also true that you need to set up a series of successes to
boost your self esteem and put you on a success path. Therefore, while it is important that you try new things it
is also vital that you don't put too great a burden on yourself by setting yourself almost impossible tasks. If you
keep at it you will soon learn the difference.

Keep a smile on your face when the going gets tough.

Give It A Try

If you were to just sit around and wait for your career to unfold in front of you, you could be in for a long wait.
Before anything will come into existence in your life you must make a commitment to doing something
physical.
You may have heard the saying "luck is what happens when preparedness meets opportunity" therefore
it should follow that the better and wider the preparation the more the chance there is for opportunity to pop up
with "luck" to follow.
Life has many situations where you strike a barrier and are initially put off by the apparent difficulty of
it. However you finally find the courage to cross it and then almost always discover it wasn't nearly as hard as
you thought it was going to be. These barriers are important points in your life and you will keep striking them
as long as you keep growing. They are important because your reaction when you meet each one affects the way
you face other barriers.
If you stop and refuse to take the plunge you are reinforcing behaviour that will probably happen again
at the next barrier. You will find it harder and harder to make progress. On the other hand, if you do act, the next
barrier will be easier to attack because you are forming habits that will help you make progress.
Learning is an exciting process because the moment you acquire a new skill, or a piece of knowledge, a
chance usually comes up to put it into use.
Most people will never get out of their comfort zone and try something new, yet it is only by trying
new experiences that we can reach our full potential. It doesn't matter if the experience is cleaning aeroplanes or
doing administrative work for a flying school. Somewhere, someday it will be useful to you even if it shows you
what you don't want to do.

Universal Laws

The law of giving and receiving states that what goes around comes back. Let me introduce a concept called the
emotional bank account. If you do good turns whenever you have the opportunity you are making deposits into
the emotional bank account. Then when the time comes, as it always does, that you need a good turn or a
helping hand you will find that somebody will be waiting to help you; in other words you would be making a
withdrawal from this emotional bank account. Usually the good turns don't come from the same people you
have helped but they certainly come back. The converse is also true.
The principle of sowing and reaping ensures that you will reap more than you sow both positive and
negative. If this is so obvious why do so many people fail to practice it? Probably because there are two types of
people - those who focus on scarcity and those who focus on abundance.
The ones who focus on scarcity see the world as a dangerous jungle. They work on the principle that
everything is in short supply and only those who jump in quickly and knock everybody aside will survive. They
spend their lives in constant fear. Fear they won't have enough to live on, fear somebody else will beat them to a
promotion, fear they will get sick. You can recognise them because their lives are in such conflict that they
seldom achieve any sort of happiness.
The opposites are the people that focus on abundance. They have acquired a positive
mental attitude which helps them reframe a bad situation, they understand that failure is no more
than a learning experience and they believe that somehow things will work out for the best.
Because they feel this way they are usually optimistic, happy people who are always ready to
share with others. Those who focus on abundance attract prosperity; those who focus on luck
attract all the negative things. Notice how this goes round and round. Because the prosperity
thinkers have an optimistic view of the world they automatically practise the law of giving and therefore are
assured of receiving.

It’s Up To You

If you continue along the path of self-development a moment will come when you understand that you are in
charge of your life. Once it clicks you will never be the same again.
The difference between winners and losers is that the losers believe that anything good that happens to
them is a lucky break and blame everything bad that happens on somebody or something else. As a result they
never take responsibility for what happens in their lives and forever deny themselves the chance to learn.
In contrast the winners take full credit for their successes and treat their failures as a learning
experience.
The above is probably obvious when you think about it. If so, why do so many people fail to take control of
their lives? Their are four reasons:
(1) They don't believe they have the ability.
(2) They don't want to put in the effort.
(3) They have been conditioned to believe they are victims.
(4) They don't know how to get started.

Let's now look at each in turn.

No Faith In Your Ability

This is caused by a faulty self perception which is probably the result of a previous failure pattern created by
past failures in life or because you have always been too frightened to try anything. It can also be caused by
your comparing yourself to others in an unfavourable light.
A good way to start is to stop comparing yourself with others. Then concentrate on becoming an
authority on something.

Not Wanting To Put In The Effort

Often it is said that winners are those who do what losers are unwilling to do and the cold reality is that making
the effort is one of the factors that sets the winners apart. It is usually lack of motivation, not laziness, that
afflicts so many.

Bad Conditioning

If you have come from a family background where it is normal practice to blame everybody else for what goes
wrong you will have to do some quiet thinking. Try to find some positive people to mix with.

Not Knowing How To Get Started

Maybe you don't know how to start. Perhaps you have so many things on your plate that you can't make the time
to start or perhaps you are just the victim of good old procrastination. Whatever it is you should understand that
commencing any project is nearly always difficult. The reason why so little gets done is generally because so
little is attempted.

Keeping Life In Perspective

Due to the economic climate their is a high ratio of pilots to positions available. It’s tough out there but there are
some outstanding opportunities. If you can't find a position you could take this two ways:
• Complain about how unfair the GA system has become, give up trying and dispair about ever getting
anywhere in such a difficult and changing industry.
• Take the situation as a challenge, learn new skills, self improve, refocus and make the best of it. People of all
walks of life have always faced challenges and have problems much the same as you do.

Australia is one of the best countries in the world to start an aviation career. Imagine
living in an overcrowded third world country. Australia has massive opportunities, its up
to you to make the best of it.
Successful people have used these challenges to springboard them to success.
To do this they have used some simple, universal and timeless principles. What does this
have to do with flying? The simple answer is that these principles are not hard to learn
yet once put in place make a massive difference to your life; of which flying is a part.
It can be difficult to move out of the comfort zone and start to accept full
responsibility for your actions. However, only by doing this can you take charge of your
life and direct it to where you want to go. Your future is safer in your hands than in the
hands of somebody else and infinitely more fulfilling.
The problem is that usually we float about like ships on the high seas which
have lost their rudders. We are like Flotsam and Jetsam, at the mercy of any ill wind which blows our way.
Many people have minds which contain so much junk of a negative nature that it is no wonder all they get is
negative experiences. These people then proceed to go around bemoaning their "bad luck". But the only luck
which exists in this world is the luck we create for ourselves. Fear, worry and undue concern about the future,
all these feelings create a mental picture of what is not desired. What happens? The things we do not desire of
course! Then we become enmeshed in a downward spiral of negative events breeding negative thoughts, which
in turn breed further negative events, and so on.
The more you control your thoughts and harness your emotions and the more you direct your energy
into purposeful activity, the more your outer life will reflect that inner attitude. What I am suggesting is nothing
more or less than taking hold of the helm of your ship, in other words, your life, and steering a positive course
for your own, individual, promised land.
The knowledge you are gaining with your self development will enable you to be different from the
herd and be able to work towards a goal. Human beings can choose success, that success is predictable and that
success involves carrying out certain steps and it requires that you develop appropriate skills. If that is not true
then it's all a matter of luck or being born to the right parents in which case we're all wading our time trying to
change what can't be changed. There is no doubt the future will present extraordinary opportunities to those who
are prepared.
 Chapte
r

A FINAL NOTE

T he greatest test of character and determination in the aviation industry is no doubt the period from when you
receive your new commercial licence. For some the period till 500 hours may take 7 months (minority) for
others two to three years (majority). All industries have this "apprentice" period or "settling" in period.
Unfortunately in this industry there are far more new commercials than positions available.
This produces an alarming and dangerous scenario which is very prevalent in this industry. The flying
schools do an excellent job of producing skilled pilots but unfortunately they don't teach these same students
about self worth, self respect or self awareness for the individual employed as pilot. New commercial graduate
with big ambitions as they venture out into the savage world of general aviation employment. Little do they
know that future employers are rubbing their hands together crying "slave labour".
Most new commercial pilots head bush and work in conditions that are in line with third world
countries. Stories are abound of slave labour wages, mental and physical abuse and living in appalling
conditions throughout the country. It's true, ask around. Experienced pilots say "It's not exactly like that" or "we
had to put up with conditions like that to start". Both are correct. The industry has excellent people, operators
and businesses who are an absolute joy to be employed with. But for the remainder new commercial pilots they
will do anything for a job even if it means compromising morals.
The tragic state of employment in the industry is due to numerous problems which will not go away if
we ignore them. Problems seldom do. A considerable problem is due to the scarcity of positions and the
abundance of these new commercial pilots.
The more new commercial pilots ignore their integrity and accept a position that under any other
profession would have people running in the opposite direction, when common-sense is compromised, when
safety is compromised by unsafe training practises, when machine maintenance is slack and dangerous then yes,
this is a poor situation.
What follows is a story which is quite hard to believe, but shows a good illustration of maintaining
your own high standards despite what may be required by you due to commercial pressures:

Evidence of this nature came to light in 1987 during the testimony of two pilots who were appearing before a US senate
committee, convened to investigate deregulation. One had been a loyal servant to his employer for seventeen years, yet he
had to report that twelve of his colleagues had been suspended for refusing to take planes from the terminal because the lives
of passengers might be endangered. He told the committee that he had received a warning from his Chief Pilot for refusing to
fly an aircraft which needed several major parts replaced including hydraulic pumps. The other pilot before the committee
reported that he was admonished and sent home for refusing to sign off an aircraft after landing. During the flight one of the
INS systems had become unservicable.
One pilot with another North American airline has also confided that he had been regularly flying dangerous
aircraft since deregulation ‘and before’. His reasons for doing so were exclusively pragmatic.
“You don’t win any friends or do your career any good by grounding aircraft. I found that out the hard way. If you refuse to
fly a plane after the passengers are loaded, your costing the company money; lots of it. No one comes up and says,
congratulations! You may well have saved the lives of 400 people, let me pin a medal on your chest. You don’t get that,
what you do get is the Chief Pilot screaming at you’ what the hell do you think your doing? Are you single handedly trying
to bankrupt the company? Don’t you realise that most of the opposition are flying with an unserviceable compasses? Do you
think you’ll get any thanks from all those passengers who have missed meetings or are late for the sunshine? If you do your
nuts! They’re more likely to sue you. If you wont fly that aircraft there are a thousand out of work hungry pilots who will.
Have you given thought to your pension? If I have to bomb you, I’ll see that you are blackballed throughout the aviation
industry”

This story occurred to a major US airline, not some backyard operator, however, is just as relevant to a one
aircraft operation in remote Australia.
Someone is always willing to sell their soul for their own profit. For the sake of the industry, your
passengers and the fellow new commercial pilot following behind you, don't accept anything substandard.

OVER THE HORIZON

No matter what profession you decide to compare yours with, piloting will come out quite well. Your career
choice is excellent. The worst drawbacks that your career can face will come from you, not from the nature of
the game. To play the game fully, you must do the "extra's". Go the extra mile in making your skills and flight
record exemplary. Take the extra trouble to be completely prepared for a crucial job interview; do everything
possible to enhance your instrument skills constantly, rather than letting them erode from too frequent reliance
on the autopilot; take care of your health and fitness; put together a survival plan in case of job loss; and be
developing other interests and skills, even a full-blown business, in case the unthinkable should happen and you
should wind up without a licence. If you do not do all these things, you are falling short of the full game plan.

I hope the information in "Commercial Pilot - The First 500 hours" has been helpful to you in moulding your
flying career plans. If it has, the book's goal has been accomplished, just as you undoubtedly will achieve your
goals if you give them total effort. Happy flying.
 Appendix One

NOTE:

A summary of flying syllabi for various stages of

your training. The costs, length of courses and
syllabi content vary from flying school to flying
school. Therefore the material is presented as a
guide only as to what typical courses comprise.
The sequence listed can be altered to suit a
person’s career objective.
 General Flying Proficiency Test (GFPT)

Upon successful completion of the General Flying Progress Test (GFPT) you will be able to fly with passengers
to the training area nearby although you will be restricted to a maximum of 15 hours of solo flight between
checks.

Before undergoing the GFPT flight test, the candidate shall have the following:

( ) Current Class 2 Medical

( ) Pass in the BAK (Basic Aeronautical Knowledge) examination
( ) A minimum of 28 hours total flight time
( ) 2 hours IF (instrument flight).

Flying Syllabus

Sequence Dual (hours) Solo (hours) Simulator

Effects of Controls 1.0

Straight & Level 1.0
Climbing & Descending 1.0
Medium Level Turning 1.0
Stalling 1.0
Circuits 6.0
First Solo 0.8 0.2
Second Solo 0.5 0.7
Third Solo 0.2 1.1
Emergency Landings 1.0
Advanced Turning 1.0
Area Solo Check 0.5 0.5
Solo Forced Landings 1.0
Crosswind Circuits 1.0
Advanced Circuits 1.0 1.0
Basic Instrument Flight 1.0 (0.5 IF) 1.0 (IF)
Precautionary Search 1.0 (0.5 IF)
Solo Practice 2.0
Pre GFPT Check Flight 1.0
Pre GFPT Solo Practice 1.5 ___
20.0 8.0 1.0

GFPT Flight Test 1.5

Cost
21.5 hrs in the C152 at the dual rate of $128/hr = $2752
8.0 hrs in the C152 at the solo rate of $108/hr = $ 864
1.0 hr in the simulator at the rate of $65/hr = $ 65
Total $3681

The BAK theory can be integrated with your flying training or completed separately. The BAK theory courses
are usually run either part-time or full-time at an approximate cost of $150.

NOTE: The prices indicated can vary and are intended as a guide only.
 Private Pilot Licence (PPL)

Upon successful completion of the PPPL flight test you will be able to fly with passengers anywhere in
Australia.

Prerequisite: Completion of GFPT syllabus.

Before attempting the PPL flight test, the candidate shall have the following:

( ) Current Class 2 Medical

( ) Pass in PPLA examination.
( ) 40 hours total time (maximum 5 hours simulator)
( ) 1 hour solo NAV of at least 150 nm including takeoff and landing at two or more airfields
enroute
( ) 5 hours general flying as pilot in command (PIC), including 2 hours of circuits
( ) 5 hours cross-country flight as PIC
( ) 1 hour IF aircraft flight time.

Flying Syllabus

Sequence Dual (hours) Solo (hours) Simulator

Nav 1 2.5
Nav 2 2.5
Nav 3 3.5 (0.4 IF)
Nav 4 2.5
Nav 5 2.5 (0.3 IF)
Nav 6 3.0
Nav 6a 2.0
Nav 7 2.0
Nav 8 3.5 (0.3 IF)
Nav 9 3.5 1.0
19.5 8.0 1.0

PPL Flight Test 2.5

Cost
19.5 hours in the C152 at the dual rate of $128/hr = $2496
8.0 hours in the C152 at the solo rate of $108/hr = $ 864
1.0 hr in the simulator at the rate of $65/hr = $ 65
2.5 hours in the C152 at the advanced dual rate of $137/hr = $ 342

Total $3767

The PPL theory can be integrated with your flying training or completed separately. The PPLA theory courses
are usually run either part-time or full-time and cost approximately $700.

From here you can progress your training by commencing the NVFR course.

NOTE: The prices indicated can vary from school to school and are intended as a guide only.
 Aircraft Conversion Endorsement

Upon successful completion of the endorsement you will be able to fly with passengers in the aircraft endorsed
on, in this case the Socata Tobago TB10.

To commence training for a commercial pilots licence you must be endorsed on a aircraft fitted with a CSU
(Constant Speed Unit) and capable of a cruising speed of atleast 120 knots. The example in this case, the Socata
Tobago, has this design feature and as a four seat aircraft is very popular for commercial and Night VFR
training.

Flying Syllabus

Sequence Dual (hours) Solo (hours)

General Handling 1.5

Circuits 1.5
Emergency Procedures 1.0
Aircraft Conversion __ 1.0
4.0 1.0

Cost
4.0 hours in theTB10 at the dual rate of $157/hr = $ 588
1.0 hour in the TB10 at the solo rate of $132/hr = $ 132
Total $ 720

NOTE: The prices indicated can vary from school to school and are intended as a guide only
 Night VFR (NVFR)

Upon successful completion of the Night VFR (Visual Flight Rules) Flight Test you will be able to fly with
passengers at night in clear weather.

Prerequisite: Current PPL.

Before undergoing the NVFR flight test, the candidate shall have the following:

( ) 10 hours flight time at night

( ) 5 hours night navigation flight time, including one 3 hour cross country exercise.This shall be over a
distance greater than 100nm and include a landing at an airfield remote from extensive lighting.
( ) Be fully briefed on all requirements of NVFR as per the NVFR test pro-forma.

Flying Syllabus

Sequence Dual (hours) Simulator

Circuits (1) 1.0

Circuits (2) 1.5
Circuit Emergencies 1.5
Basic IF (Instrument Flight) 1.0
Radio navaids (1) 1.0
Radio navaids (2) 1.0
Radio navaids (3) 1.0
Nav 1 2.5 (0.2 IF)
Nav 2 3.5 (0.3 IF) ___
10.0 4.0

NVFR Flight Test 2.5

Cost
12.5 hrs in the TB10 at the dual rate of $157/hr = $1963
4.0 hr simulator at the rate of $65/hr = $ 260
Total $2223

The theory required for the NVFR test is usually taught during the long briefs preceding each flight sequence.

From here you can progress your training by commencing the CIR course.

NOTE: The prices indicated can vary from school to school and are intended as a guide only.
 Multi-Engine Endorsement

Upon successful completion of the multi-engine endorsement you will be able to fly with passengers in a twin-
engine aeroplane.

Flying Syllabus

Sequence Dual (hours)

NORMAL Flight
Introduction - Twin Engine Aircraft1.0
Manoeuvres 1.0
Circuits 1.0

ASYMMETRIC Flight
Engine Failure 1.0
Airspeeds - VMCA, VYSE 1.0
Engine Failure During Takeoff 1.0
Revision 1.0
7.0

Cost
7.0 hrs in the BE76 at the dual rate of $225/hr = $1575

The BE76, Beechcraft Duchess, is a 4 place touring aeroplane that cruises at 145 knots. It is very well suited to
initial training on multi-engine aircraft.

NOTE: The prices indicated can vary from school to school and are intended as a guide only.
 Command Instrument Rating (CIR)

Upon successful completion of the CIR Flight Test you will be able to fly with passengers in IMC (Instrument
Meteorological Conditions i.e. in cloud).

Prerequisite: Current PPL.

Before attempting the CIR flight test, the candidate shall have the following:

( ) Multi-engine Endorsement (if the CIR is to be flown on the BE76).

( ) 50 hours cross country flight in command
( ) Pass in IREX examination.

Flying Syllabus

Sequence Dual (hours) Simulator

General IF 2.0 20.0

Nav 1 2.0
Nav 2 (ADF/VOR) 2.5
Nav 3 (ADF/VOR/ILS) 3.0
Nav 4 (ADF/VOR/ILS) 3.0
Nav 5 (ADF/VOR/ILS) 3.0
Nav 6 (ADF/VOR/ILS) 3.0
Nav7 (Simulated Test) 3.0 ___
21.5 20.0

CIR Flight Test 3.0

Cost (Multi-engine)
24.5 hours in the BE76 at the dual rate of $225/hr = $ 5512
20.0 hours in the simulator at the rate of $65/hr = $ 1300
Total $ 6812

Cost (Single-engine)
24.5 hours in the TB10 at the dual rate of $157/hr = $ 3847
20.0 hours in the simulator at the rate of $65/hr = $ 1300
Total $ 5147

The Instrument Rating Theory (IREX) can be integrated with your flying training or completed separately.
These courses are run either part-time or full-time at a cost of approximately $250.

NOTE: The prices indicated can vary from school to school and are intended as a guide only.
 Commercial Pilots Licence (CPL)

Upon successful completion of the CPL Flight Test you will be able to fly for hire or reward.

Prerequisite: PPL and sufficient aeronautical experience.

Before undergoing the CPL flight test, the candidate shall have the following:

( ) Current Class 1 Medical

( ) Pass in CPLA exam.
( ) 150 hours (if doing an integrated course or else 200 hours required) total flight time which must
comprise atleast;
( ) 70 hours Pilot in Command
( ) 10 hours Instrument Flight (maximum 5 hours simulator).

Flying Syllabus

Sequence Dual (hours) Solo (hours) Simulator

Basic Revision 5.0 (1.0 IF)

Advanced Procedures 5.0 (1.0 IF)
Instrument Flight 3.0
Nav 1 5.0 (1.0 IF)
Nav 2 5.0
Nav 3 5.0
Pretest Check 2.0 ___ ___
22.0 5.0 3.0

CPL Flight Test 2.5 (ICUS)

Cost (Single-engine)
24.5 hours in the TB10 at the dual rate of $157/hr = $ 3847
5.0 hours in the TB10 at the solo rate of $132/hr = $ 660
3.0 hours in the simulator at $65/hr = $ 315
Total $ 4822
Cost (Twin-engine)
24.5 hours in the BE76 at the dual rate of $225/hr = $ 5512
5.0 hours in the BE76 at the solo rate of $199/hr = $ 995
3.0 hours simulator at $65/hr = $ 315
Total $ 6822

The CPL theory can be integrated with your flying training or completed separately. Courses are run either part-
time or full-time (though the part-time course is less frequent due to the subject matter and detailed knowledge
required for successful completion of this examination does not really lend itself to part-time study).

From here you could progress yor training by completing an Instructor Rating (Grade III).

NOTE: The prices indicated can vary from school to school and are intended as a guide only.
 Instructor Rating - Grade III

Upon successful completion of the Grade III Instructor Rating, you will be able to instruct all phases, both
theory and practical, up to commercial standard.

Prerequisite: CPL and NVFR rating.

Before undergoing the Grade III Instructor Rating test, the candidate shall have the following:
( ) Current Class 1 Medical
( ) Current CPL with NVFR

Training Syllabus

Principles Of Learning
Effects Of Controls
Straight and Level
Climbing
Descending
Turning
Slow Flight/Stalling
Spinning
Circuit From Takeoff to Downwind
Circuit From Downwind to Landing
Flapless Approach and Landing/Go-around
Crosswind Circuits
Shortfield/Soft Field
Emergencies
Advanced Turning
Forced Landings
Precautionary Search and Landing
Basic Instrument Flight (1)
Basic Instrument Flight (2)
Lane of Entry
Basic Navigation (1)
Basic Navigation (2)
Night Circuits
Grade III Instructor Test

Cost
Usually includes All Flying (20 hrs mutual, 30 hrs dual)
Usually includes All Texts
Usually includes Instructor Workbook
__________
$ 6,900

NOTE: The price indicated can vary from school to school and is intended as a guide only.
 Appendix Two

NOTE:

This list of operators is by no way inclusive.

Operators close down, companies merge and
new businesses start up. Check details before
sending any correspondence.
 New South Wales / ACT

Adventure Air Service 324 Kaolin St

PO Box 805 Broken Hill 2880
Coffs Harbour 2450
Phone: (066) 51 2523
Fax: (066) 51 2085 Air Facilities
PO Box 675
Albury 2640
Aerial Agriculture Pty Ltd Phone: (060) 41 1210
PO Box 453 Fax: (060) 21 8508
Armidale 2350
Phone: (067) 72 2348
Fax: (067) 72 7654 Air Link Pty Ltd
Hangar 1, Dubbo Airport
Dubbo 2830
Aero International College Pty Ltd Phone: (068) 84 2435
PO Box 662 Fax: (068) 82 2846
Kempsey 2440
Phone: (02) 791 9922
Fax: (02) 791 9979 Air Mid West
PO Box 362
Moree 2400
Aero Professional Pty Ltd Phone: (067) 527 500
1 Tower Road Fax: (067) 525 2255
Bankstown Airport 2200

Airleander Air Charter

Aeromil Australia Pty Ltd 2 Dunlon Road
277 King Street Lismore 2480
Mascot 2020 Phone: (066) 21 3798
Phone: (02) 667 3881 Fax: (066) 22 2982
Fax: (02) 693 5951

Airmariner Consultants Pty Ltd

Aeropelican Air Services Pty Ltd 357 Maroubra Road
864-872 Pacific Highway Maroubra 2035
Pelican 2281 Phone: (02) 319 0114
Phone: (049) 45 0988 Fax: (02) 344 8589
Fax: (049) 45 8824

Airport Flying School

Aerospace Aviation Pty Ltd PO Box 887
Cnr Marion and Birch St Fyshwick 2609
Bankstown Airport 2200 Phone: (062) 48 6292
Phone: (02) 791 9991
Fax: (02) 791 0610
Airtex Aviation
501 Tower Rd
Air Centre Albury Bankstown Airport 2200
PO Box 521 Phone: (02) 771 2111
Albury 2640 Fax: (02) 792 1661
Phone: (060) 21 2929
Fax: (066) 22 1069
Ansett Air Frieght
Level 2/4a Lord Street
Air Eastern Air Charter Services Botany 2019
PO Box 241 Phone: (02) 352 9888
Brighton-Le-Sands 2216 Fax: (02) 352 9779
Phone: (02) 556 1808 Argyll Aviation
Fax: (02) 597 2934 17 Jindabyne Ave
Baulkham Hills 2153
Air Explorer Phone: (02) 639 4805
Fax: (02) 639 4805 Bankstown Airport 2200
Armidale Airways Phone: (02) 791 0022
Armidale Airport
Armidale 2350
Phone: (067) 72 9877 Ballina Flying School
Fax: (067) 71 1788 PO Box 300
Casino 2470

Australian Air League

PO Box 273 Balloon Adventures Pty Ltd
Camden 2570 PO Box 375
Phone: (046) 55 3171 Norfolk Island 2748
Fax: (046) 55 7721

Balloon Aloft Pty Ltd

Australian Civil Aviation Academy PO Box 122
PO Box 207 Canowindra 2804
Cessnock 2325
Phone: (049) 90 1000
Basair
606 Airport Ave
Australian Flying Academy Bankstown Airport 2200
PO Box 805 Phone: (02) 791 0089
Coffs Harbour 2450
Phone: (066) 51 2523
Camden Aero Club
PO Box 244
Australian Flying Training School Camden 2570
Building 118, Bankstown Airport Phone: (046) 55 8704
Bankstown 2200
Phone: (02) 791 9042
Fax: (02) 791 0341
Camden Aviation
Hangar 55
Camden Aerodrome 2570
Australian Heli-Services Phone: (046) 55 3066
PO Box 401
Tamworth 2340
Phone: (067) 66 3191
Fax: (067) 66 3191 Canberra Aero Club
PO Box 518
Fyshwick 2609
Phone: (06) 247 4777
Australian Helicopter Centre
147 Victoria Avenue
Chatswood 2067
Phone: (02) 416 7804 Chieftain Aviation Pty Ltd
Fax: (02) 416 9224 Hangar 276
Bankstown Airport 2200

Australian Jet Charter Pty Ltd

Ross Smith Drive Clamback and Hennessy Pty Ltd
Mascot 2020 1 Tower Road
Phone: (02) 693 2855 Bankstown Airport 2200
Fax: (02) 669 2204 Phone: (02) 792 1022

Aviation Centre Pty Ltd Coffs Harbour Aero Club

444 Marion Street PO Box 305
Bankstown 2200 Coffs Harbour 2450
Phone: (02) 791 0244 Phone: (066) 52 2992
Fax: (02) 791 0356

Avondale College Flying School

Avondale Road
Cooranbong 2265 Condobolin Aero Club
Phone: (049) 77 1475 126 Bathurst St
Fax: (049) 77 1759 Condobolin 2877
Axis Aviation Pty Ltd
Hangar 650
Country Capital Flight Centre Illawarra Flying School
PO Box 630 Hangar 276 Sopwith Place
Armidale 2350 Bankstown Airport 2200
Phone: (02) 790 0626

Country Connection Airlines

PO Box 171 Imperial Aviation
Cootamundra 2590 502 Desouter St
Bankstown Airport 2200

Derwent Aviation Services

PO Box 839 John H Williams Aviation
Goulburn 2580 116 Jerilderie St
Tocumwal 2714

Escadrille Aviation Academy

PO Box 209 Kaputar Aviation
Cessnock 2325 PO Box 348
Phone: (049) 90 7911 Narrabri 2390

Fairbairn Air Charter Training School Kempsey Pilot Training

Canberra Airport Kempsey Aerodrome
Fyshwick 2609 Aldavilla via Kempsey 2440
Phone: (06) 249 1326 Phone: (065) 63 1366

Flite Line Aviation Kingsford Smith Aviation Services

660 Tower Rd Gypsy St
Bankstown Airport 2200 Bankstown 2200
Phone: (02) 791 9112

Liverpool Flying School

G W Campbell Flying School PO Box 4
PO Box 272 Hoxton Park 2171
Mudgee 2850 Phone: (02) 608 2144
Phone: (063) 72 2329

Logan Air Services

Gardiner Aviation Pty Ltd 624 Desouter Rd
Bldg A, Airport Pde Bankstown Airport 2200
Camden Airport 2570 Phone: (02) 790 4103
Phone: (046) 55 7200
Macquarie Grove Flying School
Hangar 53 Camden Aerodrome
Gilgandra Aero Club Camden 2570
PO Box 13 Phone: (046) 55 2811
Gilgandra 2827
Phone: (068) 47 2989 Manning River Aero Club
PO Box 316
Taree 2430
Griffith Aero Club Phone: (065) 53 9301
PO Box 1447 McIver Aviation
Griffith 2680 Hoxton Park Aerodrom 2171
Phone: (069) 64 1666 Phone: (02) 607 4455

Merimbula Air Services

PO Box 66
Pambula Beach 2549
Hoxton Park Aero Centre
Hoxton Park Aerodrome 2171
Hunter-Air Pty Ltd
PO Box 143
Cessnock 2325
Phone: (049) 91 1288 Monarch Air Services
468 Avro St
Bankstown Airport 2200
Mooney Aviation Precision Flight Simulators
PO Box 1174 62 Airport Ave
Moree 2400 Bankstown Airport 2200

Murray Border Flying School Proflite Australia

PO Box 135 Hangar 480 Miles St
Tocumwal 2714 Bankstown Airport 2200
Phone: (02) 791 0006

Murwillumbah Aero Club

PO Box 254 RAAF Wagga Flying Club
Murwillumbah 2484 RAAF Base
Wagga 2651

Narromine Aviation
PO Box 162 Royal Newcastle Aero Club
Narromine 2821 PO Box 136
Phone: (068) 89 1570 Maitland 2320
Phone: (049) 32 8888

Navair International Flying College

487 Avro St Schofields Flying Club
Bankstown Airport 2200 1 Tower Road
Phone: (02) 791 0100 Bankstown Airport 2200

New England Air Training and Charter Scout Association of Aust

PO Box 596 PO Box 146
Inverell 2360 Wahroonga 2076
Phone: (067) 23 1344

Skyfox Aviation
Northern Rivers Aero Club 55 Broughton St
PO Box 113 Camden 2570
Lismore 2480

South Coast Aero Club

NSW Police Aero Club 2 Princes Highway
PO Box 43 Albion Park Rail 2527
Hoxton Park 2171
Star Air Charter
73 Gilmour St
Orange Aviation Kelso 2795
PO Box 505 Phone: (063) 37 3452
Orange 2800
Phone: (063) 65 5211
Stickland Skyways
Oxley Airlines Ltd PO Box 1633
PO Box 741 Coffs Harbour 2450
Port Macquarie 2444

Sydney Aerobatic School

Parkes Flying School Hangar 604 Miles St
PO Box 327 Bankstown Airport 2200
Parkes 2870 Phone: (02) 791 0044
Phone: (068) 62 5644

Sydney Airways Pty Ltd

Pay's Air Service Tower Road
PO Box 158 Bankstown Airport 2200
Scone 2337 Phone: (02) 772 2323
Port Macquarie Flying School
PO Box 709
Port Macquarie 2444 Tamair Charter and Flying School
Phone: (065) 83 4198 PO Box 28
Westdale 2340
Phone: (067) 67 7208

Tumut Aero Club

PO Box 112
Tumut 2720

Vee H Aviation Flight Training

PO Box 565
Canberra 2601
Phone: (06) 248 6766

Warnervale Air Pty Ltd

The Aerodrome Jack Grant Ave
Warnervale 2259
Phone: (043) 92 5174

Western Air Training Centre

76 Amaroo St
Wagga 2650

Whitworth Aviation
Tower Road
Bankstown Airport 2200
Phone: (02) 774 5477

Wollongong Flight Training Centre

Hangar 1
Albion Pk Aerodrome 2527
Phone: (042) 56 1977
 PMB 13
Cairns Mail Centre 4871
Phone: (070 35 9399
Queensland
Central Highlands Air Transport
PO Box 172
Emerald 4720
Advanced Aviation TrainingSite 22 Adina St
Coolangatta 4225
Phone: (075) 36 6788 Challenge Aviation Academy
PO Box 224
Coolangatta 4225
Phone: (075) 36 3866
Aerostar Aviation
PO Box 24
Golden Beach 4551
Phone: (074) 91 9190 Champagne Balloon Flights
PO Box 12
West End 4101
Air Meeleebee
PO Box 385
Roma 4455
Phone: (076) 22 1619 Darling Downs Aero Club
Air Pioneer Aerodrome, Carroll St
PO Box 5494 Toowoomba 4350
Mackay Mail Centre 4740 Phone: (076) 34 2777
Phone: (079) 57 6661
Downs Flight Centre
M/S 28 Warner St
Air Training Centre Pty Ltd Warwick 4370
Terminal Bldg Area
Archerfield Airport 4108
Phone: (07) 277 6566 Eastern Pacific Airlines
592 Wickham St
Fortitude Valley 4006
Aviation Education Centre
c/- PO
Torquay 4655 Flight Training Australia
PO Box 523
Archerfield 4108
Aviation Training and Transport Phone: (07) 277 8544
PO Box 786
Mackay 4740
Fogarty's Aviation Academy
Sunshine Coast Airport MBI-1102
Ayr Flying Services Pty Ltd Mudjimba Beach 4564
PO Box 794
Ayr 4807
Phone: (077) 82 5242 Gil Layt's Flying School Pty Ltd
Building 219
Archerfield Aerodrome 4108
Bluewater Aviation Pty Ltd Phone: (07) 277 5277
PO Box 622
Garbutt 4814
Phone: (077) 25 1888 Gold Coast Aviation Centre
Building 2
Coolangatta Airport 4225
Bundy Air Charter and Flying School Phone: (075) 36 3622
PO Box 2020
Bundaberg 4670 Hempel's Aviation Pty Ltd
Building 45
Archerfield Aerodrom 4108
Cairns Aviation Training School Phone: (07) 275 3391
PO Box 59 Hinchinbrook Air Services
Freshwater 4870 PO Box 700
Phone: (070 35 9201 Innisfail 4860
Phone: (070) 61 2241
Cape York Air Services
Kingsford Smith Air Tours Aust
1/26 Cambridge St Skygold Aviation
Carina Heights 4152 PO Box 7002
Garbuft 4814

Noel Bellamy Aviation

PO Box 361 Skytech Aviation Service
Archerfield 4108 MS 1102 Maroochydore Aerodrome
Marcoola 4564

North Queensland Aero Club

Airport, Aeroglen South West Qld Aero Club
Cairns 4870 PO Box 397
Phone: (070) 35 9438 Charlieville 4470

North Westernair Charter Suncoast Flying Services Pty Ltd

PO Box 1388 PO Box 437
Mt Isa 4825 Maroochydore 4558
Phone: (077) 43 7720 Phone: (074) 48 7330

Northern Flight Training Sunland Aviation Service

PO Box 7531 Bldg 112 Aerodrome
Cairns 4870 Archerfield 4108
Phone: (070) 35 9156 Phone: (07) 277 1233
Sunshine Coast Air Charter
PO Box 377
Phoenix Air Training Services Caloundra 4551
PO Box 41 Phone: (074) 91 1988
Palm Beach 4221
Phone: (075) 36 9322
Townsville Aero Club
PO Box 240
Piccolo Aviation Garbutt 4814
PO Box 360
Gladstone 4680
Phone: (079) 78 1888 West Wing Aviation
90 Laurel Oak Dr
Algester 4115
Queensland Air Training Corp
PO Box 647
Archerfield 4108

Redcliffe Aero Club

PO Box 158
Redcliffe 4020
Phone: (07) 203 1777

Reg’s Flying School

6 Heffernan Rd
Alexandra Hills 4161
Phone: (07) 274 3590

Rockhampton Aero Club

PO Wandal
Rockhampton 4700

Royal Qld Aero Club

PO Box 41
Archerfield 4108
 Alice Springs 0870
Phone: (089) 52 1250
Fax: (089) 53 0055
Northern Territory
Angalarn Valley Cattle Co Pty Ltd
Bradshaw Station, PMB 64
Katherine 0851
Aboods Aviation Pty Ltd Phone: (089) 750 707
PMB 128 Fax: (089) 750 614
Goulburn Island 0822

Arnhem Air Charter Pty Ltd

Acacia Air PO Box 39431
PO Box 42303 Winnellie 0821
Casuarina 0811 Phone: (089) 451 585
Phone: (089) 480 600 Fax: (089) 451 792
Fax: (089) 480 877

Batchelor Air Charter

Aerocharter Post Office
GPO Box 1252 Batchelor 0845
Darwin 0801 Phone: (089) 760 023
Phone: (089) 814 222 Fax: (089) 760 134
Fax: (089) 811 071

Brolga Air Pty Ltd

Air Adventure PO Box 1526
17 Caledonian Street Katherine 0851
Anula 0812 Phone: (089) 717 000
Phone: (089) 452 244 Fax: (089) 717 288
Fax: (089) 27 0730

Darwin Aero Club

Air Darwin PO Box 39252
PO Box 3395 Winnellie 0821
Darwin 0801 Phone: (089) 453 766
Phone: (089) 452 230 Fax: (089) 453 935
Fax: (089) 450 595

Air Frontier
PO Box 2828
Darwin 0801
Phone: (089) 451 866
Fax: (089) 453 699

Airesearch Mapping Pty Ltd

Unit 1/14 Sheperd Street
Darwin 0800
Phone: (089) 81 9051
Fax: (089) 41 3227

AirNorth / Skyport
PO Box 39548
Winnellie 0821
Phone: (089) 452 999
Fax: (089) 453 559

Alice Springs Aero Club Inc

PO Box 508
Alice Springs 0871
Phone: (089) 55 5200
Fax: (089) 53 0055
Alice Springs Air Charter
Aerodrome
Executive Air Charter Pty Ltd Phone: (089) 75 4539
PO Box 4212 Fax: (089) 75 4539
Darwin 0801
Phone: (089) 450 777
Fax: (089) 450 757 Missionary Aviation Fellowship
PO Box 821
Nhulunbuy 0880
Gove Flying Club Phone: (089) 87 2777
PO Box 615 Fax: (089) 872 432
Nhulunbuy 0881

Northern Territory Air Services

Gulf Air Charter Pty Ltd GPO Box 2006
PO Box 29 Darwin 0801
Darwin 0801 Phone: (089) 450 083
Phone: (089) 882 194 Fax: (089) 450 067
Fax: (089) 881 530

Rural Helicopters
Gunbalanya Air Charter 10 Willshire Street
PO Box 1386 Alice Springs 0870
Oenpelli 0822 Phone: (089) 53 4484
Phone: (089) 790 165 Fax: (089) 53 0942
Fax: (089) 790 163

Skywest Aviation Pty Ltd

Gunbalanya Council Inc Darwin Airport
CSB 6 Darwin 0800
Oenpelli 0822 Phone: (089) 20 6666
Phone: (089) 790 170
Fax: (089) 790 177
Wat-Air
PMB 126
Heli-Muster Pty Ltd Winnellie 0821
Victoria River Downs Phone: (089) 454 184
Via Katherine 0852 Fax: (089) 450 036
Phone: (089) 750 777
Fax: (089) 750 763
Wimray Pty Ltd
Box 1634
Kakadu Air Services GPO Darwin 0801
PO Box 95 Phone: (089) 452 755
Jabiru 0886 Fax: (089) 452 731
Phone: (089) 792 031
Fax: (089) 792 303
Yanap Aboriginal Corporation
PO Box 1238
Laynhapuy Homeland Association Inc. Alice Springs 0871
PO Box 1546 Phone: (089) 52 6512
Nhulunbuy 0881 Fax: (089) 52 6371
Phone: (089) 873 155
Fax: (089) 871 455

Maningrida Progress Association Inc.

Maningrida Via Darwin 0822
Phone: (089) 795 955
Fax: (089) 795 941

Martin Air
PMB 126
Winnellie 0821
Phone: (089) 454 184
Fax: (089) 450 036

Merlin Aviation Pty Ltd

PMB 151
Katherine 0850
 Cambridge 7170
Phone: (002) 48 5390
Fax: (002) 48 5117
Tasmania
Salmon Air
"Woodstock"
Aero Club of Southern Tasmania Triabunna 7190
GPO Box 42 Phone: (002) 57 3186
Hobart 7001 Fax: (002) 57 3406
Phone: (002) 48 5088
Fax: (002) 48 5528

Seair Adventure Charters

Hangar 3, Wynyard Airport
Aerotechnology Pty Ltd
Wynyard 7325
Cambridge Airport
Phone: (004) 42 3353
Cambridge 7170
Fax: (004) 92 1132
Phone: (002) 48 5390
Fax: (002) 48 5117

Tasmanian Aviation Centre

PO Box 63
Airlines of Tasmania Pty Ltd
Evandale 7212
Hangar 14, Launceston Airport
Phone: (003) 91 8330
Launceston 7250
Phone: (003) 91 8422
Fax: (003) 91 8688
Western Aviation Pty Ltd
PO Box 41
Wynyard 7325
Benders Fertiliser Services Pty Ltd
Phone: (004) 42 1111
PO Box 10
Fax: (004) 42 1655
Kempton 7030
Phone: (002) 59 1293
Fax: (002) 59 1250

Devonport Aviation Pty Ltd

PO Box 145E
Devonport 7310
Phone: (004) 27 9777
Fax: (004) 27 0260

Heli Spray (Tasmania) Pty Ltd

PO Box 398
Devonport 7310
Phone: (004) 26 1623
Fax: (004) 26 2355

King Aviation
PO Box 451
Smithton 7330
Phone: (004) 52 1886

Launceston Flying School

Launceston Airport
Evandale 7212
Phone: (003) 91 8477
Fax: (003) 91 8477

Outback Air Pty Ltd

The Esplanade
Strahan 7468
Phone: (004) 71 7280
Fax: (004) 71 7303
Par Avion Professional Flight Training
Cambridge Airport
 Parafield Flight Centre
Lot 65 Kittyhawk Lane
Parafield Airport 5106
Phone: (08) 281 5444

South Australia
Port Lincoln Flying Club
PO Box 605
Port Lincoln 5606

Air Goolwa
PO Box 375 Rossair Flying Centre
Goolwa 5214 PO Box 1070
Phone: (085) 55 4075 Salisbury 5108
Phone: (08) 281 6822

AirCare Pty Ltd

19 Dakota Dr SA Squadron Air Training Corps
Parafield Airport 5106 PO Box 2000
Salisbury 5108

Australian Aviation College

PO Box 532 South Coast Air Centre
Salisbury 5108 PO Box 734
Phone: (08) 250 7688 Willunga 5172
Phone: (085) 56 5404

Balloon Academy Pty Ltd

Bagshaw Rd University of South Australia
Kersbrook 5231 Levels Campus
The Levels 5095

Bruce Hartwig Flying School

Hangar 59
Parafield Aerodrome 5106
Phone: (08) 258 4244

Duncombe Aviation Academy

Hanger 26, Kittyhawk Lane
Parafield Airport 5106

Gambi Air Flying School

PO Box 2573
Mt Gambier 5290

Low Level Aviation

20 Torrens St
Gilberton 5081
Masterflight
Hangar 50B
Parafield Airport 5106
Phone: (08) 250 3323

O'Connor's Air Services

PO Box 21
Mount Gambier 5290

O.D. & D. Aviation

PO Box 705
Wakerie 5330
Phone: (085) 77 8555
 PO Box 210
Cheltenham 3192
Phone: (03) 586 8310

Victoria Coffell Advanced Flying Training

PO Box 234
Cheltenham 3192

Aerobatic Training Centre

Terminal Bldg Coldstream Flying School
Essendon Airport 3041 PO Box 54
Coldstream 3770
Phone: (03) 739 1406
Aust General Aviation Flying School
Terminal Bldg
Essendon Airport 3041 Combined Flight Training (Vic) Pty Ltd
Cnr First Ave & Second St
Moorabbin Airport 3194

Australian Flyers Pty Ltd

12 Murra Crt Essendon Flying School
Yiewa 3691 Bldg 16 Cnr Nomad and English Streets
Essendon Airport 3041
Phone: (03) 379 4102
Aviation Training School
PO Box 918
Mildura 3500 Galaxy Flying School
PO Box 19
Essendon 3040
Bairnsdale Flying School Phone: (03) 379 4654
PO Box 291
Bairnsdale 3875
General Flying Services
PO Box 40
Southland Centre 3192
Ballarat Aero Club
RMB 103A
Ballarat 3352
Groupair Pty Ltd
PO Box 118
Berwick 3806
Balloon Sunrise Pty Ltd Phone: (03) 707 1954
39 Smith St
Richmond 3121
Harewood Air Charter
PO Box 94
Bendigo Aviation Services Pty Ltd Tooradin 3980
PO Box 201 Phone: (059) 98 3328
Golden Square 3555
Phone: (054) 43 1030
Kyneton Aero Club
PO Box 117
Cameron's Balloons Kyneton 3444
72 Line Ave Phone: (054) 22 1818
Mildura 3500

Latrobe Valley Aero Club

Campbell-Hicks Airways PO Box 200
PO Box 40 Morwell 3840
Southland Centre 3192 Phone: (051) 74 2591

Central Flying Services

PO Box 336
Lilydale Flying School
Mentone 3194
PO Box 525
Lilydale 3140
Phone: (03) 739 1211

Civil Flying School

Mahon Aviation
Torquay Road Point Cook Flying Club
Mt Duneed 3216 15 Mossfiel Dr
Phone: (052) 64 1273 Hoppers Crossing 3025

Mangalore Int Academy of Aviation RAAF East Sale Flying Club

Mangalore Airport PO Box 10 RAAF Base
Mangalore 3663 East Sale 3852
Phone: (051) 49 4136

Melbourne Institute of Aviation

PO Box 183 Royal Victorian Aero Club
Niddrie 3042 First Avenue
Phone: (03) 379 6680 Moorabbin Airport 3194
Phone: (03) 580 0088

Melton Flying School

PO Box 41 Saint Air
Niddrie 3042 PO Box 174
St Arnaud 3478

Mid Murray Flying Club

PO Box 260 Schutt Flying Academy
Swan Hill 3585 PO Box 446
Phone: (050) 32 2444 Cheltenham 3192
Phone: (03) 580 3033

Moorabbin Aviation Academy

Northern Avenue Sharp Aviation
Moorabbin Airport 3194 PO Box 710
Hamilton 3300
Phone: (055) 74 8216
Oz Flight International
125 Second Avenue Skybird Flight Centre
Moorabbin Airport 3194 Box 230
Phone: (03) 587 6022 Niddrie 3042

Pearson Aviation Skyways of Benalla Pty Ltd

PO Box 85 PO Box 297
Mt Macedon 3441 Benalla 3672
Phone: (03) 379 1644 Phone: (057) 62 3285
Fax: (03) 379 1944

South Barwon Air Services

Penfield Flying School Barwon Airfield RMB 1600
Bldg 46, Vaughan St Ocean Grove 3226
Essendon Airport 3041

South West Aviators

Peninsula Aero Club PO Box 709
Stuart Rd Wamambool 3280
Tyabb 3913
Phone: (059) 77 4406
Stillwell Civil Flying School
PO Box 210
Cheltenham 3192
Peter Bini Advanced Flight Training
PO Box 210
Cheltenham 3192 Tangaratta Aero Club
Phone: (03) 580 5295 PO Box 162
Wangaratta 3677

Phillip Island Air Services

170 Thompson Ave Tarago Valley School of Aviation
Cowes 3922 128 Jubilee St
Windsor 3181

Troy Aviation
Bldg 31, Second Ave
Moorabbin Airport 3194
Phone: (03) 587 6169

TVSA Pilot Training

Moorabbin Airport 3194
Phone: (03) 587 2696

Wallan Flying School

'Tiylden Ridge'
Tantaraboo 3764

Wimmera Aero Club

7 Dryden St
Hamilton 3300
Phone: (053) 81 1184

Woorayl Air Services

PO Box 310
Leongatha 3953
 Colair
PO Box 1034
Kununurra 6743
Phone: (091) 691 326
Western Australia Fax: (091) 691 326

Crocodile Air
PO Box 14
Ad Astral Aviation Halls Creek 6770
PO Box 100 Phone: (091) 686 250
Belmont 6104 Fax: (091) 686 196
Phone: (09) 478 2500

Fitzroy Helicopters Pty Ltd

Aerial Enterprises PO Box 159
PO Box 61 Derby 6728
Derby 6728 Phone: (091) 914 753
Phone: (091) 911 132 Fax: (091) 914 695
Fax: (091) 931 201

Geikie Air Charter Pty Ltd

Aerocountry (WA) PO Box 33
c/- Unit 8/1218 Holman Street Fitzroy Crossing 6765
Derby 6728 Phone: (091) 915 068
Phone: (091) 911 237
Fax: (091) 911 461
Jandakot Flying College
PO Box 263
Air Australia International Wifletton 6155
37 Eagle Drive
Jandakot Airport 6164
Phone: (09) 332 5011 Kalgoorlie-Boulder Aero Club
PO Box 2146
Boulder 6432
Alligator Airways Phone: (090) 93 2005
PO Box 10
Kununurra 6743
Phone: (091) 681 575 Karratha Flying Services
Fax: (091) 682 704 30A Lady Douglas Way
Karratha 6714

Amity Aviation Pty Ltd

9A Eagle Drive Kimberley Coast Airways
Jandakot Airport 6164 PO Box 1025
Broome 6725

Aviation Academy of Aust

11A Eagle Dr King Leopold Air Pty Ltd
Jandakot Airport 6164 PO Box 78
Broome 6725
Phone: (091) 937 155
Avwest Aviation Pty Ltd Fax: (091) 937 155
4 Baron Way
Jandakot Airport 6164
Kingfisher Aviation
PO Box 281
Broome Aviation Pty Ltd Kununurra 6743
PO Box 386 Phone: (091) 681 626
Broome 6725 Fax: (091) 682 630
Phone: (091) 921 369
Fax: (091) 922 476

Bunbury Aero Club Inc

PO Box 120 Oasis Air Pty Ltd
Bunbury 6230 PO Box 116
Phone: (097) 254 4377 Halls Creek 6770
Phone: (091) 686 462
Fax: (091) 686 277
 Royal Aero Club of WA
41 Eagle Dr
Ords Air Charter Pty Ltd Jandakot Airport 6164
PO Box 73 Phone: (09) 332 7722
Wyndham 6740 Fax: (09) 417 3832
Phone: (091) 611 335
Fax: (091) 611 456
Royal Flying Doctor (WA Section)
41 Eagle Drive
P and R Air Charters Jandakot Airport 6164
RMB 111 Phone: (09) 332 7733
Boyup Brook 6244 Fax: (09) 417 3880
Phone: (097) 65 3062
Fax: (097) 65 3062
Royal Flying Doctor Service
56 Picadilly Street
Pilbara Aviation Kalgoorlie 6430
PO Box 646 Phone: (090) 21 2899
Port Hedland 6721 Fax: (090) 21 5002
Phone: (091) 40 1629
Fax: (091) 72 2473
Shark Bay Air Charter
PO Box 111
Polar Aviation Pty Ltd Denham 6537
5 Parker Street Phone: (099) 48 1203
South Hedland 6722 Fax: (099) 48 1304
Phone: (091) 72 3825
Fax: (091) 72 1785
Shine Aviation Services
C/- Post Office
Preston Helicopter Services Pty Ltd Moonyoonooka 6532
42 Davies Cres Phone: (099) 23 3600
Gooseberry Hill 6076 Fax: (099) 23 3793
Phone: (09) 292 3401
Fax: (09) 414 1080
Sigma Aviation Pty Ltd
PO Box 56
Willetton 6155
Purnululu Air
Phone: (09) 455 1834
PO Box 440
Fax: (09) 455 1834
Kununurra 6743
Phone: (091) 687 392
Fax: (091) 687 392
Skippers Aviation
C/- Broughton Air Services
Perth Airport 6105
RAAF Pearce Flying Club
Phone: (09) 351 8991
c/- 39 Seagall Way
Fax: (09) 478 3184
Wangebup 6164

Skywest Aviation Pty Ltd

Range West Aviation
Fauntleroy Avenue
PO Box 345
Perth Airport 6105
Wagin 6315
Phone: (09) 479 2555
Phone: (098) 61 1626
Fax: (09) 479 2525

Regent Air Services

1 Burt Street
Kalamunda 6076
Phone: (09) 257 169
Fax: (09) 257 1171 Skyworx Aviation
41 Zamia Place
Rottnest Airbus Greenwood 6024
Fauntleroy Ave Phone: (09) 246 2156
Perth Airport 6105 Fax: (09) 246 1905
Phone: (09) 478 1322
Fax: (09) 277 4198
Slingair Pty Ltd
PO Box 612
Kununurra 6743
Phone: (091) 691 300
Fax: (091) 681 129 Wheatley Helicopters
9/9 Bowman Street
South Perth 6151
Star Charter Phone: (09) 368 2468
Lot 52, Edward Street Fax: (09) 474 1258
West Swan 6055
Phone: (09) 480 4610
Fax: (09) 368 2815 Woodie Aviation
Port Hedland Airport
Port Hedland 6721
Statewide Helicopter Services Phone: (091) 40 1159
26 Egret Cres
South Hedland 6722
Phone: (091) 40 1237 Wyalkatchem Aviation Pty Ltd
Fax: (091) 72 2590 28 McCallum Cres
Ardross 6153
Phone: (09) 364 6274
Sultan Balloon Fleet
PO Box 100
Northun 6401

Tactical Aviation Australia Pty Ltd

3 Flora Crt
Jandakot 6164
Phone: (09) 417 5333
Fax: (09) 417 2636

Tropic Air Services

PO Box 26
Carnarvon 6701
Phone: (099) 41 2002
Fax: (099) 41 1774

TVW Aviation Pty Ltd

PO Box 77
Tuart Hill 6060
Phone: (09) 344 0777
Fax: (09) 344 0808

Wards Aerial Topdressing Service

159 Ardross Street
Ardross 6153
Phone: (09) 364 3558

Western Airlines
Domestic Terminal
Perth Airport 6104
Phone: (09) 277 4022
Fax: (09) 478 2537

Western Australian Police Department

Hangar 149
Jandakot Airport 6164
Phone: (09) 417 3693
Fax: (09) 417 5985

Westrac Aviation
128-134 Great Eastern Highway
Guildford 6055
Phone: (09) 377 9444
Fax: (09) 377 1791