[الخليل سراج الدين]

JAA - FAA Commercial Multi Engine Pilot Course
The JAA-FAA Commercial Pilot Program takes you from zero experience to JAA Commercial Pilot, JAA Commercial Pilot, and JAA Frozen ATPL in 14 months in partnership with Atlantic Training Academy. This program is designed for students to become dual qualified by both the JAA and FAA. Training takes place in Florida, United States with the JAA Instrument Rating Conversion completed in Coventry, England. With this program, for less than the price you will pay in Europe for just a JAA license, you will be FAA and JAA certified upon completion.
Private Pilot Phase I (Florida, USA)
Hours / Qty Description Epic Aviation
60 Aviation Skills Development Course Included
15 Level Five Flight Training Device with Instructor Included
12 Solo Flight 172SP Glass Cockpit Aircraft Included
40 Flight 172SP Glass Cockpit Aircraft with Instructor Included
12 Solo Flight 172SP Glass Cockpit Aircraft Included
15 One on One Ground Instruction Included
1 FAA Private Pilot Written Exam Included
1 Aviation Headset Included
1 Private Pilot Textbooks, Manuals, and Materials Included


ATPL Hybrid Ground School Course
Modules Description Epic Aviation
14 Human Performance & Limitations, Air Law & ATC Procedures, Operational Procedures, VFR Communications, IFR Communications, Meteorology, Principles of Flight Performance, Flight Planning, General Navigation, Mass & Balance, Aircraft General Knowledge Subject, Instrumentation, Radio Navigation Included


Instrument Pilot
Hours / Qty Description Epic Aviation
40 Instrument Ground School Theory Class Included
25 Flight 172SP Glass Cockpit Aircraft with Instructor Included
20 Level Five Flight Training Device with Instructor Included
10 One on One Ground Instruction Included
1 FAA Instrument Pilot Written Exam Included
1 Instrument Pilot Textbooks, Manuals, and Materials Included


Cross Country Time Building Experience
Hours Description Epic Aviation
143 Flight 172SP Glass Cockpit Aircraft Time Building Included


JAA-FAA Commercial Multi Engine Pilot
Hours / Qty Description Epic Aviation
30 JAA-FAA Ground School & Radio Telephony Included
30 Flight Multi-Engine Aircraft Dual with Instructor Joint JAA-FAA Included
5 Flight Multi-Engine Aircraft Dual with Instructor JAA Included
10 One on One Ground Instruction Included
1 FAA Instrument Pilot Written Exam Included
1 Instrument Pilot Textbooks, Manuals, and Materials Included


JAA Instrument Rating Conversion Phase II (Coventry, England)
Hours Description Epic Aviation
15 JAA Multi Engine Flight Training Device with Instructor Included
15 Flight Multi-Engine Aircraft Dual with Instructor JAA Included


Additional Items As Needed (Not Included In Total Cost)
Description Cost
Housing & Accommodations $138 per week
Daily Transportation to Academy $14 per week
Extra Glass Cockpit Time Building $ 68 per flight hour
FAA Checkride with FAA Examiner (3) $ 400 each
JAA Skill Test (2) £ 785 each
JAA Module Exam Fee (14) £ 88 each
Radio Telephony Exam $250
TSA Clearance ( 3/ Non US Citizens Only) $ 130 each
FAA Class 1 Medical Certificate $ 99
Professional Pilot Uniform Package $ 250







Pilot Training
Firstly you want to find out if you really want to progress to your Pilot's Licence. You can do this by going for a trial or air experience flight.
Basic License Types
There are two routes to gaining a private pilot’s licence in a fixed wing single engine aircraft in the UK (PPL ‘A’ SEP). Which route you take will depend on what type of flying you want do do later on, as well as if you wish to fly abroad in JAA member states.
• JAR PPL (Joint Aviation Regulations Private Pilot’s Licence)
(The JAR Licence came about when the Rules for gaining your PPL changed (1999) to align with the European Joint Aviation Regulations, where there has been an attempt to rationalise the flying regulations for all the European Union countries.
Under JAR PPL Training, you need to undertake a minimum of 45 hours of flying training.
JAR involves a greater amount of ‘base’ training compared to an NPPL, as a foundation towards undertaking further training beyond just gaining a Private Pilot’s Licence (PPL – Class A JAR.),
A JAR PPL allows a pilot to take further training and gain other ‘Ratings’ such as an IMC Rating or a Night Qualification. These two ratings respectively allow a Pilot, to fly when poorer weather conditions occur and require the ability to fly safely ‘on instruments’ in the aircraft, and with a Night Qualification, they are allowed to fly at night. Both these Ratings also open the route towards further Training should the participant aspire to train towards a Commercial Pilot’s Licence if aiming to be a pilot for a career. A JAR PPL also allows international flying.
• NPPL (National Private Pilot’s License)
The Light Aviation Industry in Britain found that fewer people were learning to fly because of the greater demands of the JAR Licence. After much lobbying by such Flying Organisations, it was agreed with the Civil Aviation Authority (CAA) that there were many people who just wanted to be able to basically fly in reasonably good weather, with no aspirations to take their flying any further than that.
So a new Training Course was formulated, to allow people to gain a basic ‘Ordinary PPL’ in Britain.
A new Syllabus was ratified where adequate training could be undertaken in a minimum of 32 hours. This would lead to a new PPL Licence called the ‘ NPPL’ or National Private Pilot’s Licence.
Medical requirements were also changed and are less onerous.
Conditions were applied on this Licence, in that an NPPL pilot is only allowed to fly by ‘Visual Flight Rules – visibility within defined minima, clear of cloud and in sight of the surface.
No flying will be allowed in ‘poorer weather’ where an IMC (Instrument Meteorological Conditions) exist; the Pilot would not be allowed to fly at night, and there would be a restriction which only allowed an NPPL to fly within the Territory of specifically the British Isles only. No one can fly ‘abroad’ e.g. France, Germany etc.
Initial Lesson or ‘Trial’ flight
Firstly, you want to find out if you really want to learn to fly and achieve your licence. This is best achieved by going for a trial or air experience flight. All our training flights are conducted by qualified instructors using either a Piper Cherokee or Chipmunk aircraft.
If you enjoy your trial flight and are keen to progress and learn to fly then your next step is to have a medical to make sure you are medically fit for flying. Once you have your valid medical certificate, you will need to join the club as a new member before training can commence.
The Syllabus
Whatever the required training hours for either course, on average, most people will take slightly longer, due to the vagaries of the British weather defeating consistent regular flying. On average you could count on a year to gain your Licence. At least , if nothing else, it allows you to spread the cost over that period of time
The Flight Training comprises of :-
1. Practical flying exercises.
2. Studies into the theoretical aspects of flying.
3. Studies into various other subjects such as weather ; navigation ; aircraft systems ; aviation law ; theory of instrument flying and human performance factors.
4. Undertaking examinations on the theory side, and, flight tests.
5. Study for your 'Radio Telephony' Licence examinations to enable you to use a radio communication when flying- the R/T Licence.
All the above may sound difficult; however, it is not as difficult as first perceived.
The various examinations are multiple choice format.
You will be given a list of the subjects you have to study, and do these in parallel with your actual flying training. Nowadays you can buy not only books on the various subjects (some available in the Clubhouse) but also get audio and video tapes/DVD’s to help you along. You'll see them advertised in 'Pilot' or 'Flyer' magazine and from various 'Aviation Shops' catalogues and there are many interesting sources on the Internet.
Your Instructor will also tell you of other sources and the Club may run evening classes.
Now lets look at what the practicalities of learning to fly, is about.----
A Look at What is Involved in Flying.
• At the PFC there are 'Aircraft Booking ' diaries - you agree with your Instructor when you will both be available and enter a 'Booking' in the diary e.g. Sat 10 am till 12 noon.
• Each aircraft has a 'Call Sign' e.g. G-ATOM or 'Golf - Alpha Tango Oscar Mike' - you'll be learning the 'Phonetic Alphabet' in your training !! - you can practice on car registrations !!
• So you book e.g. G-ATOM .
• Always, in agreement with your Instructor, turn up about 1/2 hour early - he will want to brief you on just what you will be doing in the flight before you go.
• You are as well to be aware now, that you are unlikely to get flying every time you book a lesson.
In order to fly, you must have :-
decent weather // an aircraft available // the Instructor available
WEATHER : - Since you will be flying 'Visual Flight Rules' (VFR) – you need good weather, -- which is not always the case !! Keep tabs on weather forecasts and keep in contact with your Instructor before the lesson - does he consider its 'on' or 'not today - thank you'.
You want decent VISIBILITY - not less than 10 Kilometres (6 miles) also the cloud base at usually not lower than 1500 feet and wind direction and velocity - not across the runway at 18 knots - too great a crosswind !!
Get used to watching weather forecasts - does it look like it will be horrible on Sat - or beautiful with a nice 'High Pressure area' landing around the airfield on the due day !!
Remember you'll be studying weather for the exams as well !!
AIRCRAFT AVAILABILITY : Legal requirements mean that the aircraft has to go for mandatory maintenance after every 50 hours of flying and, once a year it goes for a major 'Annual Maintenance'. It may mean that on the day of your lesson the aircraft is away for a '50 hour check' and not be available.
There is an 'Operations’ sheet in which all flights are recorded towards determining when 'checks' are due. Watch how the hours are building on the aircraft relative to your booking. It may be the case that your booked A/C eg G-ATOM is coming up for a check - possibly it may be judicious for you to book one of the others for that day, if it is available !! -- or a booking before it reaches 50 hours.
Should it not turn out to be a nice day, in the early days of your training, it could still be worth going to the Club. You could sit in the aircraft and go through the 'Check Lists' to better familiarise yourself with the aircraft. You could use the time for study, or visit the Clubhouse for a cuppa and a chat - often, you are not the only one to turn up. You can learn a lot just talking to other pilots or students. Even though you can't fly, the 'big planes ' will be flying .
If nothing else, always have in your mind, an alternative,- as to what you are going to do with yourself, in case you don't get flying that day - otherwise you'll just wander about like a 'lost soul.'
Hopefully though- its a lovely day !! - perfect for flying !!
Better get down to the Clubhouse 'sharp' - see the A/C is available and in good order - no faults logged which would 'ground it' and defeat the game. You may already have been warned by your Instructor, just what flying exercise you will be doing that day and have read up about it - you'll be too busy when you are flying it !!
After your ‘Flight Briefing’ by the Instructor, he or she will check the 'Operations Sheet' for the aircraft. They will fill in the sheet for the forthcoming flight entering aircraft / pilot & student names / where you're going / how long, and check for sufficient fuel for the flight .
Then he will 'book out' the aircraft by telephoning the 'Control Tower', telling them the aircraft callsign ; type ; where he's going ; when ; for how long (lapse time); number of persons on board (POB) ; fuel endurance (in hours), and estimated time of departure (ETD)
Next its a case of going out to the aircraft to check it out, externally first, - using your 'Checklist'. Our instructors encourages all students to commit their checks to memory.
It may also need refuelled - although the 'Ops Sheet' should show when it was fuelled and give the approx status - to be visually checked at the aircraft !! Later, once you've done a few flights, the Instructor will probably get you to go out and do all the external checks yourself. Thus he can confidently climb aboard when he comes out - trusting that you have checked that all is well !!
Now aboard, doors secure and safety belt on (‘Hatch & Harness’), you go through your 'pre-start checks' then 'start checks' -Once ready to move off, call the 'Tower' for 'Taxi Clearance' and move off, down to the 'Holding Point' near the runway. There, you do your 'Power & other checks' – and now ready, you call -'ready for departure' and take off once cleared by the Tower.
The Student (or Pilot) sits in the left seat - Instructor in the right seat. When taxiing you guide the plane with your feet – (using either differential brakes on the main wheels - like a bulldozer or a ‘steerable nose wheel).
The main controls are for 'flying' .You will learn to fly level, then how to climb and descend, then turns. All this is to get you ready eventually, as your training progresses, to going ‘on the circuit' around the runway, towards Takeoff and Landing practice.
You will also do steep turns ; Stalling etc. Eventually when the Instructor thinks you are competent you will then do your 'first solo circuit'.
Thereafter, consolidate your circuit work and landings. By the way, another expense is that you pay for each landing !
Then it's onto cross country work and navigation by ‘dual flight with the Instructor’ until finally you sit your ‘Navigation Flight Test’ and 'GFT' or General Flying Test with the ‘Examiner’, towards finally gaining your PPL or Private Pilot's Licence .
You will also have to get an 'RT Licence' or 'Radio Telephony Licence' - so that you can use the radio. You sit a written and practical exam on this and will do so before you are allowed to go solo.
On this basis, it is a good idea to buy yourself an 'Air band Radio'. That way, you can listen in and get used to the terminology of radio work when flying. You can also buy audio tapes to teach you this and get practice.
At first you'll be wondering why you ever took up this 'flying' - how will you ever get through it all.
Remember, we all had to go through this. Just persevere - you'll get there eventually - and what an achievement !! Wait till you can take your friends up for a flight ! Isle of Man is only 75 minutes flying time away / Islay 35 minutes / Dundee an hour / Oban an hour or thereabouts. - or even go for a local flight - a nice day - beautiful views - while all the other mortals are stuck down on the ground !!
As a Student Pilot initially and later as a Qualified Pilot, - remember the aim is :-
• Establish and maintain a high standard of Airmanship inclusive of all safety aspects.
• Fly with courtesy; professionalism and special attention to safety and the comfort of others.
In doing so - FLY SAFE - FLY HAPPY - never overstretching yourself or chancing your arm in marginal weather.
Costs – Can I afford it?
This is a key question, and one which only you can answer. However here are some pointers to help you get a handle on what it is likely to cost.
Everyone thinks that flying is a 'rich man's sport'. Not true!! - however, the initial cost is significant. However, sustaining your Licence once gained, does not have to 'cost the earth'. Many other sport hobbies can be surprisingly high, even learning to drive through a driving school costs quite a bit, or do you play Golf or go Sailing ??
So what is it going to cost ?
Flight Training costs can vary throughout the country. Most Training Entities naturally exist to make a profit. However, there are some Clubs / 'Groups' who train people 'to uphold' their Club member numbers and therefore seek only to generate monies to cover the cost of providing an aircraft duly maintained to the high standards required in aviation. Such is the Prestwick Flying Club.
Generally, however the most prevalent are Training Organisations.
Monthly magazines such as 'Pilot' or 'Flyer' etc, available in most decent 'magazine outlets' has lots of adverts for Flying Training organisations throughout Britain and 'Pilot' also publishes on an annual basis, (usually March), a list of all the Flying Clubs in the UK with their costs and it is perfectly feasible to request the appropriate 'back number edition' of the Pilot Magazine.
However, to give you a ‘sample’ of Training Costs i.e. the PFC & 'A' Flight :-
Hourly rate from £150 (Cherokee) per hour (‘flying rates here are based on the ‘time from takeoff till the time you land’ – this is rounded up to the nearest 5 minutes, and 5 minutes added for ‘Taxiing time’. there are ‘Landing Fees’
Prestwick £8.25 / per landing.
instructor Fees £21 / hr.
So an hour's flight with Instructor plus landing from = £150 + £21 + £8.25 = £179.25 or thereabouts.
Again, it depends on the type of Licence you aspire to.
Remember a JAR Class A PPL takes a minimum of 45 hours.
An NPPL Licence takes a minimum of 32 hours.
For the JAR Licence …….
You need a minimum 45 hours training for Private Pilot's Licence under the new JAR Regulations. Remember that your actual number of hours for training may stretch over the minimum number quoted, dependent on how you progress.
There are some additional ‘one off costs’ :-
You will have to join the Flying Club and pay your Annual Subscription e.g. presently £150/annum.
Your Medical and ECG = approx £200 – or much less for an NPPL Medical – possibly nil.
• You'll also need some 'Paperwork' :- (some available in the Clubhouse and see Transair Catalogue)
• a 'Pilot's Log Book' - in which you will log each flight you do.
• an aircraft 'Technical Guide'.
• An Aeronautical Map of the area. - you must carry such a map every time you fly and you'll need it later for doing 'Flight Planning' and Navigation.
• Later you will also need a 'Scale Ruler' ; 'Protractor' and 'Navigation Computer'.
• A set of PPL study books / DVD's for studying such subjects as Air Law ; Radio ; Navigation and Meteorology ; Aircraft Technical ; Human Performance. (Look for someone who has passed the PPL Course and they may be able to give you a long term loan of them).
• a 'Cheque Book' - bank current account - the best way to pay for your flights.
Overall these initial costs amount to around £250.
BUT remember, you will not be expending all these monies in one go, the learning process takes time, so your outlays, (apart from the initial needs), come along gradually.
Apart from that -- if it wasn't enough, there are two other items ( Birthday or Christmas time would be handy !!)
A. when you are flying, your hands sweat (stress !!??) - since you fly with the left hand, a 'Golf Glove' is a boon, not only that, when you put it on -- "you're going flying !!" -- psychologically !! You could get RAF goatskin flying gloves from the Pilot Magazine or the Pilots Transair catalogue at about £28 if your 'flush' - and very nice too !! – but the Golf glove does just as well and is much cheaper !
B. an 'Air band Radio' is also a good idea. You will be studying for your Radio Telephony Licence so that you can use the radio in the aircraft. What are they saying !! The radio lets you listen in to what's going on. Once you know the main things they are saying, you can listen in - and respond to yourself what you would have replied, while doing whatever else it is your are doing at the time !! Thus you get 'sharp' before the event !!
See Transair Catalogue or similar, for both the above.
Prestwick Frequencies are :-
Air Traffic Information Services (ATIS) = 121.125 –(continuous broadcast of airport conditions updated every 30 minutes).
Prestwick Tower = 118.150
Prestwick Approach = 129.450
Scottish Flight Information = 119.875
– Occasionally you will see ‘Bursary’ grants being advertised for Flying Training, and check the libraries for the ‘Year Book of Bursaries and Grants’ and the many other similar books on this subject. Many organisations provide sponsoring for various training issues. (Remember all the Birthday and Christmas contributions !!)
One example is the 'Air League Trust'. This entity has competitions for prospective pilots and can provide 'Scholarships'. See their site on the Internet / or write to them.
- if you don't ask, you don't get !!

The Medical
You need to undertake a medical examination and hold a medical certificate to be able to fly.
Again, there a THREE Types of Medicals.
a. A JAR Class 1 Medical. (Solely undertaken at CAA Gatwick and for Commercial Pilots)
b. A JAR Class 2 Medical. (which requires a Local CAA Approved Medical Examiner)
c. An NPPL Medical. (which can be carried out by your regular GP)
The one you need to go for, depends on the Type of PPL Licence you choose to do and also if you are intending to pursue a career as a professional pilot.
a. . For the JAR Licence – you will need a JAR Class 2 PPL Medical.
This is a fairly thorough medical examination, undertaken by an Authorised AeroMedical Examiner.
- Under the age of 40 years, this will last 5 years.
- Between 40 and 50 it lasts 2 years.
- Over 50 it has to be done annually - inclusive of an annual ECG test.
An initial medical involves a thorough examination including urine check for blood sugar; blood pressure; eyesight; a blood test; ECG check and 'Peak Flow' test. (blow into tube to see what your lungs are like).
Search for your closest examiner Here
Your first medical is a bit more comprehensive, having the blood test for Haemoglobin = and the Pulmonary Function (blow into the tube )
You will for this fee and hassle, be given a Class 2 Medical certificate -- don't lose it, - when you are about to learn to fly, this piece of paper is your Student Pilots Licence.
Note - Should you be experiencing any 'medical condition' - it is worth ensuring that you can be accepted for Flight Training. Thus, when lining up your first medical, discuss any condition with the examining doctor first, just in case you are 'defeated ' before you even start. However, the condition, if any exists in the first place, may be quite acceptable.
If your eyesight is not that good and you use glasses when flying, there is a CAA condition that you must carry two sets of specs !!
So that’s the JAR Class 2 Medical.
Now lets look at the NPPL Medical –which is less onerous --
The NPPL MEDICAL.
If you aspire to go for an NPPL Licence, the medical is a bit easier, and is based on the DVLA Class 2 Professional Driving Licence Medical requirements, which are less onerous.
You need to fill in a Form that is a ‘Declaration of Medical Fitness’ that you sign, and has to be countersigned by your own GP Doctor- if he agrees with your perception of your health relative to the needs of the DVLA Class 2 driving requirements.
If in doubt, you can place an appointment with your GP and explain what this is all about and he will decide on the need for a medical examination as per the DVLA conditions. If you have a ‘medical condition’ it does not necessarily mean that you would not be able to learn to fly. Any ‘debatable condition’ can be discussed with the NPLG Medical people at the contact shown below.
The detailed information you need for this, inclusive of the Application Form; Medical Declaration Form;
Guidance Notes for the Student or Pilot and Notes for specifically the GP can be found on the NPPL ‘s Website. It also contains a lot on the requirements of the NPPL Training.
A NPPL Medical lasts :-
a. – from the time of application and Grant until you reach 50 years of age.
b. – age 50 to 65 lasts for 5 years
c. – from 65 it must be renewed annually.
Maintaining your licence
Maintaining your Licence and ‘Group’ Flying.
Once you get your Class A Licence (whatever type), it is ‘technically for life’. However, under the new
European JAR Regulations, the Licence - once gained - lasts in reality for 2 years before it needs to be ‘Revalidated’.
For the JAR Licence :-
You don't have to fly any hours in the first year but have to fly a minimum of 12 hours in the second year, inclusive of one hour's Instructor checkout within the last three months of the two year period – the latter is called the ‘Biennial Check’, where you go up with an Instructor who checks out your flying capabilities to see that you have not picked up any bad habits or developed any weaknesses in flying techniques.
For the NPPL Licence :-
The philosophy is to ask yourself, when you go to fly – Have I flown 6 hours in the last 12 months before this proposed flight ?? (The NPPL ‘validity period’ is ONE year).
Have I undergone a Biennial Check out or had ONE hour’s instruction within the last 24 months ?
For either Licence, you must hold a ‘current ‘ medical certificate.
If you intend to take a passenger(s), - for both Licence types, -- Have I undertaken 3 Takeoffs and Landings within the last 90 days – if not, you can’t take passengers up with you till this is accomplished.
(You may be rusty !! – and possibly put your passengers at risk!!).
Normally, Flying Club rules usually also stipulate that you must have a flight within 60 days - otherwise you need a short 'checkout' with an Instructor before again being let loose on your own. So you can anticipate having to fly at least once every 2 months in the first year of the two year JAR Licence and distinctly a minimum of 12 hours in the second year. Or for the NPPL a minimum of 6 hours in the year.
Preferably, to keep sharp, you want to fly at least once a month.
Thus the initial cost of 'Learning to Fly', as you see, is quite high, The new European JAR Regulations are therefore making costs a bit prohibitive. However, the NPPL will reduce the overall training costs – dependent, of course , on what type of flying you intend to do.
Beyond the basic PPL
Once you have gained your Licence, your costs will fall as you won't be flying all these initial flying hours and you no longer have 'Instructor costs' (apart from some possible 'checkouts' or other chosen training such as the Instrument Meteorological Conditions or IMC rating to allow you limited flying in bad weather, and the Night Qualification - (only if you have a JAR Licence )
Those really keen and meaning to do a lot of flying e.g. abroad, will ultimately go for the IR or Instrument Rating allowing flight in bad weather and to fly along the Airways with the 'big boys' !!(- again JAR only)
It is also likely that if you are going flying, you may visit another airfield, along with a ‘fellow pilot friend’. Thus, you fly one ‘leg’ and the other guy flies the other. This gives you the opportunity of visiting places without the cost of flying both ways. This is a common exercise to keep costs lower than otherwise. Remember, once you have your Licence - one hour's flying e.g. out of Prestwick Airport, gets you to Oban; Perth; Isle of Man; Carlisle ; 35 minutes to Islay or Cumbernauld.
Group Flying.
Quite a few Flying Clubs incorporate 'Flying Groups' where perhaps from 3, up to 20 people have purchased and run one or even two aircraft. (Such is the case at the PFC).
Purchase of a 'Share' in such a Group will allow you to fly the aircraft at lower costs since the overall operating costs are shared by all the members of the Group. See the SAF Group at PFC.
Effectively, you are buying a ‘share’ of the aircraft, relative to its overall cost. The latter can be sold to someone else at a later date, if you so choose. The initial ‘share’ lump sum cost will depend on the value of the aircraft operated by the Group and the number of people in it
Apart from the initial ‘share’ cost, it is likely that each member of the Group will contribute to the annual ‘Fixed Costs’. An aircraft needs to be officially maintained and must naturally be insured. Thus, regardless of the number of hours flown by the Group members in a year, these necessary ‘annual costs’ have to be paid for in the form of ‘fixed’costs.
The latter are made up primarily of such things as maintenance costs and insurance. – typically totalling £4000 to £5000 per Class A Light Aircraft per annum and perhaps a small amount towards a ‘contingency fund’. Each member thus pays either an annual lump sum, proportionate to the number of group members, or by a monthly ‘Standing Order’.
Thereafter, you fly the aircraft at an hourly flying rate which will cover the cost of fuel ; engine oil usage and a contribution towards ultimate replacement or major overhaul work for the engine. The SAF Group at PFC --
Shares values can vary and are currently around £1000 but are subject to negotiation with the seller.
Each member also has a responsibility to pay an annual sum towards 'Fixed Costs' regardless as to the amount of flying undertaken. The latter is presently set at £480. Should a 'Share' change hands, it is incumbent on the seller to ensure that any outstanding 'Fixed Costs' dues are paid to the Group. Beyond that, the hourly flying rate is presently set at £90 per hour (Sept 2010).
Weather
There are many sources for weather available, especially with the internet and television. You will learn about weather and the role it plays in flying during your training, so don’t worry if you don’t understand much of the material at first.

[الخليل سراج الدين]

Private Pilot Flight Proficiency

Sec. 61.107 Flight proficiency.

(a) General. A person who applies for a private pilot certificate must receive and log ground and flight training from an authorized instructor on the areas of operation of this section that apply to the aircraft category and class rating sought.

(b) Areas of operation.

(1) For an airplane category rating with a single-engine class rating:

(i) Preflight preparation;
(ii) Preflight procedures;
(iii) Airport and seaplane base operations;
(iv) Takeoffs, landings, and go-arounds;
(v) Performance maneuvers;
(vi) Ground reference maneuvers;
(vii) Navigation;
(viii) Slow flight and stalls;
(ix) Basic instrument maneuvers;
(x) Emergency operations;
(xi) Night operations, except as provided in Sec. 61.110 of this part; and
(xii) Postflight procedures.

(2) For an airplane category rating with a multiengine class rating:
(i) Preflight preparation;
(ii) Preflight procedures;
(iii) Airport and seaplane base operations;
(iv) Takeoffs, landings, and go-arounds;
(v) Performance maneuvers;
(vi) Ground reference maneuvers;
(vii) Navigation;
(viii) Slow flight and stalls;
(ix) Basic instrument maneuvers;
(x) Emergency operations;
(xi) Multiengine operations;
(xii) Night operations, except as provided in Sec. 61.110 of this part; and
(xiii) Postflight procedures.

(3) For a rotorcraft category rating with a helicopter class rating:
(i) Preflight preparation;
(ii) Preflight procedures;
(iii) Airport and heliport operations;
(iv) Hovering maneuvers;
(v) Takeoffs, landings, and go-arounds;
(vi) Performance maneuvers;
(vii) Navigation;
(viii) Emergency operations;
(ix) Night operations, except as provided in Sec. 61.110 of this part; and
(x) Postflight procedures.

(4) For a rotorcraft category rating with a gyroplane class rating:
(i) Preflight preparation;
(ii) Preflight procedures;
(iii) Airport operations;
(iv) Takeoffs, landings, and go-arounds;
(v) Performance maneuvers;
(vi) Ground reference maneuvers;
(vii) Navigation;
(viii) Flight at slow airspeeds;
(ix) Emergency operations;
(x) Night operations, except as provided in Sec. 61.110 of this part; and
(xi) Postflight procedures.

(5) For a powered-lift category rating:
(i) Preflight preparation;
(ii) Preflight procedures;
(iii) Airport and heliport operations;
(iv) Hovering maneuvers;
(v) Takeoffs, landings, and go-arounds;
(vi) Performance maneuvers;
(vii) Ground reference maneuvers;
(viii) Navigation;
(ix) Slow flight and stalls;
(x) Basic instrument maneuvers;
(xi) Emergency operations;
(xii) Night operations, except as provided in Sec. 61.110 of this part; and
(xiii) Postflight procedures.

(6) For a glider category rating:
(i) Preflight preparation;
(ii) Preflight procedures;
(iii) Airport and gliderport operations;
(iv) Launches and landings;
(v) Performance speeds;
(vi) Soaring techniques;
(vii) Performance maneuvers;
(viii) Navigation;
(ix) Slow flight and stalls;
(x) Emergency operations; and
(xi) Postflight procedures.

(7) For a lighter-than-air category rating with an airship class rating:
(i) Preflight preparation;
(ii) Preflight procedures;
(iii) Airport operations;
(iv) Takeoffs, landings, and go-arounds;
(v) Performance maneuvers;
(vi) Ground reference maneuvers;
(vii) Navigation;
(viii) Emergency operations; and
(ix) Postflight procedures.

(8) For a lighter-than-air category rating with a balloon class rating:
(i) Preflight preparation;
(ii) Preflight procedures;
(iii) Airport operations;
(iv) Launches and landings;
(v) Performance maneuvers;
(vi) Navigation;
(vii) Emergency operations; and
(viii) Postflight procedures.

[الخطوط الكويتيه]

صحيح مو فاهم بس يعطيك العافيه لوووووووووووووووووووووول

[الخليل سراج الدين]

اقتباس:     المشاركة الأصلية كتبت بواسطة الخطوط الكويتيه  

صحيح مو فاهم بس يعطيك العافيه لوووووووووووووووووووووول

اخى العزيز
المفصود مما سبق هو عرض لطريقة دراسة الطيران كطيار هناك نظام اوروبى JAR و هناك نظام امريكى FAA
و تم عرض النظامين ليكون الراغب فى التدريب على علم بما هو موجود فى العالم من طرق تدريس .
ارجوا ان اكون وضحت لك .

[PILOT MOHAMMED 23/6]

ما فهمت شي بس اكيد شي مهم شكرا

[أمير النهرين]

معلومات مهمه جداً لجميع المقبلين على دراسه الطيران ولكن اتمنى أعاده ترتيب المعلومات بطريقه اخرى ليتسنى للجميع فهم السلسله وما يترتب على الطالب من اليوم الاول ولحين حصوله على ATPL بالنضامين الاوروبي و الامريكي و أتمنى ايضا من المشرفين تثبيت الموضوع بعد الترتيب لانه سيختصر علينا الكثير من الوقت بشرح كل نضام لكل عضو جديد او لكل شخص لديه استفسار و سيكون فيه فائده للمطلعين على الانضمه و لكل من يحب معرفه الفرق بينهما


شكراً لك أستاذ الخليل على هاذ المجهود الرائع

[الخليل سراج الدين]

اقتباس:     المشاركة الأصلية كتبت بواسطة أمير النهرين  

معلومات مهمه جداً لجميع المقبلين على دراسه الطيران ولكن اتمنى أعاده ترتيب المعلومات بطريقه اخرى ليتسنى للجميع فهم السلسله وما يترتب على الطالب من اليوم الاول ولحين حصوله على ATPL بالنضامين الاوروبي و الامريكي و أتمنى ايضا من المشرفين تثبيت الموضوع بعد الترتيب لانه سيختصر علينا الكثير من الوقت بشرح كل نضام لكل عضو جديد او لكل شخص لديه استفسار و سيكون فيه فائده للمطلعين على الانضمه و لكل من يحب معرفه الفرق بينهما


شكراً لك أستاذ الخليل على هاذ المجهود الرائع

لك كل تحية \ امير النهرين
و نظرا لضيق الوقت عندى و عدم القدرة على الجلوس امام جهاز الكمبيوتر لفترة طويلة
ارجوا ان تقوم انت بهذة المساعدة للاخوة حتى يفهم الجميع ما المقصود
و لذلك طلبت عرض المادة النظرية للتحضير من جهة راغبى تعلم الطيران حتى يستطيعوا ان يعرفوا مدى نوعية الدراسة التى هم مقدمون عليها .

[ك . محمد]

تم إعادة تنسيق المشاركات .

كل التوفيق

[mostafa algiar]

شكرا علي هذه المعلومات

[احمد العنزي]

شكرا علي هذه المعلومات