The Dream Pilot - Knowclick Media

Common Basic Questions in Aviation

Flying around the world controlling some of the most sophisticated aircraft that exists is for many, a dream job. However, on the way to becoming a pilot, you will have to make many decisions, since there is no precise route to becoming one.

Types of aircraft pilot licenses

Light Aviation Pilot License – LAPL: Without the need for previous experience or specific knowledge of aeronautics, you will be able to obtain the training to pilot recreational aircraft of up to four seats. If you like aviation and want to make it your hobby, this option is perfect for you.
Private Pilot License – PPL (A): This is the license that will enable you to pilot aircraft not intended for commercial purposes. Besides, it is the first step to follow to be a commercial pilot.
Commercial Pilot License CPL (A) and Airline Transport (ATPL Frozen): It is the license that will allow you to fly aircraft in the best international airlines.

What subjects do you need to become a commercial pilot?

Key subjects such as Mathematics, Geography, and Physics or Computer Science are required for entry as the pilot.

During the train, you will be exposed to Meteorology, Navigation or Radio navigation, Motors, Flight Planning, or Aircraft Structure.

Training in Kenya

For you to get a Commercial Pilot License (CPL) in Kenya, you will need an average of 1 to 2 years (in some extreme cases 3 years). Whereas you will need only 3 to 6 months to obtain a Private Pilot License (PPL). Aviation.

Mang’u High School is the first school in Kenya to introduce Aviation Technology as an examination subject.Kenya School of Flying is one of the professional pilot training schools based in Kenya.

Pilot Salary

Pilots don’t earn a flat annual salary like some professions. Instead, they’re paid an hourly wage foreach flight hour flown, along with per diem. Most airlines guarantee a minimum number of hours per month so that pilots can count on at least a minimum amount of monthly income. The estimated total pay for an Airline Pilot at Kenya Airways is Ksh 2,760,003 per year.

Basics General Knowledge in Aviation

How do you learn to land an airplane?

Once the students know how to ‘control’ the plane, they start with the succession of take-offs and landings, or take-offs and dives. As we mentioned at the beginning of this post, landing an airplane is no easy task.

In take-off and landing training, what you do is repeat the circuit over and over again. This allows the student to make up to 12 landings in a 90-minute session.

Once the student pilot can land with ease in a standard configuration, the instructor will begin to simulate different engine failures and select various flap settings.

The circuit is one of the moments when the aircraft flies at the lowest altitude and, in some sections, the speed is very low; for this reason, the student pilot must learn to manage all kinds of compromising situations.

Is landing softly a sign of an experienced pilot?

We often tend to rate a pilot according to how softly he lands, but we can tell you that this does not have to be the case.

The landing is a very small part of the flight. Moreover, the softness of the landing can change very quickly: depending on the wind, the type of aircraft, or the thermal situation due to the heat, for example.

Did you know that some commercial aircraft are equipped with autoland just like autopilot when cruising?

An Autoland is a system that lands the aircraft completely autonomously.Well, autoland landings are characterized by being a little harder. A pilot can increase the efficiency of the brakes and reduce the possibility of aquaplaning on a wet runway by performing a safe landing. However, it is important to note that the use of autoland is limited to airports and aircrafts that are certified for this type of operation and very specific weather conditions.

How do you plan for a flight?

Flight planning is no easy task. It is not in vain that airline companies have a whole department specializing in this undertaking. It’s not at all just about drawing a line from one airport to another as there is rather a lot more to it. To plan a flight, it is important to keep in mind areas over which they cannot fly, operational restrictions, or meteorology, amongst many other factors.

Flight planning is of such importance that one of the subjects of the commercial pilot license is precisely based on this.

Flight planning requires a series of precise calculations; these must be accurate for a safe operation. The following is a list of them:

Calculating PET or Point of Exact Time-
Determining PSR or Point of Sure Return- This is a point at which an airplane can either return or continue to its destination airport taking just as long and with reserves intact.
Establishing Point of No Return.
Calculating TOC or Top of Climb.
Calculating TOD or Top of Descent.

How does the weather component look on display?

Here we were avoiding the cloud in the picture below which is why we seem to be off to the left. The red, yellow, and green indications are weather radar indications of cloud buildup.

Weather can be a topic that new and seasoned pilots alike spend too little time studying and as a result have to do the bulk of their learning in the cockpit in real-world scenarios. Avoiding storms and hazardous weather is usually pretty easy for even the new pilot, but what about the weather that appears safe but might be hiding more dangerous features than what meets the eye? Cumulonimbus clouds are a good example of this.

Why you need to avoid Cumulonimbus clouds as a pilot

Since they don’t look always look dangerous on the outside, a common question is why are cumulonimbus clouds dangerous?

When airborne, if a flight crew identifies an area of cumulonimbus development; the selection of an alternate route is the best initial plan of action. In general, it is best to remain on the upwind side of a cumulonimbus cloud and to remain clear of it by at least 20 nautical miles.

For storms with large anvil or shelf formations, avoid flying under these areas, as hail, lightning, and severe turbulence may all exist in these areas. Pilots flying under visual flight rules (VFR) must not tempt themselves to skirt under the bases of cumulonimbus clouds. This is because there is a potential for sudden decreases in visibility due to heavy rain, significant turbulence, updrafts, downdrafts, and lightning, even when in clear air.

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How will you tell when you are crossing over a foreign space, let’s say into Ugandan?

Authorities divide airspaces into flight information regions (FIRs) and mark the crossover from one FIR to the next with a waypoint In our example, it will be ALKON.

FIR boundaries will roughly resemble country borders but not exactly. ALKON in this case is the boundary between Nairobi and Entebbe FIRs on this airway. This makes it a compulsory reporting point meaning you have to tell ATC when you get there.

The air traffic controller will then hand you over the controller in the next FIR. Take a look:

Pilot: Nairobi control Flight123 checked ALKON at 1500 FL360.

Controller: Flight123 contact Entebbe on (frequency) 128.5

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So how will I know I’m on the right airway?

Well, airways are referenced to navigation aids (navaids) which are like radios. They transmit signals which are received by the plane when the Navaid frequency has been tuned on the plane. In our example, airway UL433 connects 2 navaids;

NV in Nairobi and NN in Entebbe. I need to know the bearing from the NV and I will find this information on charts and maps like the one in the picture.