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Aviation Careers For Online Aviation Degree Holders By Anna Adam

Aviation Careers

Aviation is very fascinating profession. It has major impact on economic condition of world. Aviation industry not only include pilot/flyers only, all others working beyond the cockpit are also belong to aviation. Aviation professionals works in different departments of aviation industry. These departments include aircraft design, system engineering, test piloting, search and rescue, human factors, air traffic control, jet mechanics, electrical engineering, computer systems, airport management, space exploration and customer service. You will explore ample opportunities in aviation industry. Aviation or aerospace industry can broadly divided into:

• Flight operations
• Airport management
• Air traffic and navigation services
• Aviation maintenance and repair
• Passenger and freight services
• Ground handling and emergency services
• Weather services
• Design and construction
• Aviation law
• Communication
• Legislation and enforcement
• Aviation administration
• Ancillary services
• Aviation safety
• Miscellaneous functions
• Aviation Medicine

Airline Careers

Airlines are considered as one of the largest employer in economic industry. People may think that airline careers are limited pilots and flight attendants. The situation is entirely different numbers of careers are available in airline. High school students to college degree holders with specialized training in aviation can join different careers in airline. Following are some careers in airline.

• Airport Manager
• Fixed-base Operator Manager
• Line person
• Station Manager
• Scheduling Coordinator
• Flight Dispatcher
• Air Traffic Controller
• Safety Inspector
• Concession Workers
• Fire and Crash Rescue
• Ground Attendant
• Ramp Service Personnel
• Cabin Maintenance Mechanic
• Ramp Planner
• Customer Service Representative
• Ticket Agent
• Reservation Sales Agent
• Flight Attendant
• Baggage Handler
• Sky Cap
• Cargo Handler
• Air Freight/Cargo Agent
• Passenger Service Agent

Engineering Careers

Engineers play several roles in aircraft manufacturing. Students with college degrees and specific technical training can join engineering careers in aviation. Following are some engineering careers in aviation.

• Manufacturing Engineers
• Aeronautical, Aerospace, Civil, Electrical, Mechanical Engineers

Pilot Careers

Many options are also available for pilots other than airlines. Commercial pilot certificate, second class medical certificate and specialized training are necessary to join aviation as pilot. Airline Transport Rating and first class medical certificates are also prerequisite to join aviation as pilot for some pilot careers. Different pilot careers are available in aviation include following

• Agriculture Pilot
• Air Traffic Reporting Pilot
• Airline Pilot
• Helicopter Pilot
• Corporate Pilot
• Air Taxi Pilot
• Flight Instructor
• Military Pilot
• Astronaut

Aircraft Maintenance & Manufacturing

Aircraft manufacturing companies assemble wide variety of aircraft such as Boeing and Airbus, Pilatus, Cessna and Eclipse. These aircraft manufacturing companies offer many careers in aircraft manufacturing and maintenance in aviation industry. Working as professional in aircraft maintenance & manufacturing you will be designing airplanes of tomorrow from single-engine personal aircraft to huge aircraft. Highly skilled engineers and technician are eligible to join this career. College degree holders can work as engineer while technician, mechanics and assemblers are required to have high school diploma. Avionics specialist is also very demanding career in aviation. Avionics specialist installs and service aircraft electronic. Following is the list of important careers available in aircraft maintenance & manufacturing.

• Airframe or Power Plant Mechanic
• Avionics Specialist
• Electrical Installers & Technician
• Tool, Jig & Fixture Maker
• Machine Tool Operator
• Sheet Metal Fabrication
• Assembly Installation
• Quality Control Technician

Government Careers for Aviation Professional

U.S. government provides number of opportunities in aviation industry. Federal Aviation Administration, National Transportation Safety Administration (NTSB) and the National Aeronautics and Space Administration (NASA) are the largest government employer providing jobs for aviation professionals. Career opportunities available in government for aviation specialist are as follows

• Accident Investigator
• Aeronautical Engineer
• Aerospace Engineers
• Air Traffic Controller
• Aviation Attorney
• Information Systems Specialist
• Operations Supervisor
• Safety Inspector
• Security Specialist
• Technicians (Avionics/Electronics)

Salary Information for Various Careers in Aviation

Following is the average per year salary information for some careers in aviation.

• Airport Careers can earn year from $30821 to 91,563
• Avionic specialist can earn from $40,000 to $70,000
• Engineering and Aerospace can earn from $24,000 to $200,000
• Pilot can earn from $16,000 to $140,340

Aviation profession is vital part of modern society. Demand for qualified professionals is increasing day by day for various careers in the field of aviation. Aviation industry offers number of aviation career opportunities to personals with diverse interest, skills and backgrounds. It depends on personal interest which career you want to join in aviation industry. To become professional in any field of aviation you have to gain any degree in the field of aviation sciences. Different degrees from entry level to advance level are available in aviation.

These degrees include associate in aviation, bachelors in aviation, and masters in aviation. You can earn any degree according to your need. If you are fresh student and want to enter in the field of aviation you can join associates degree in aviation. But if you are in middle of your career in aviation and you want to improve your skills bachelors and master degree in aviation is best for you. These two degrees upgrade your knowledge and skills. Now it has become very easy to gain these degrees. If you are not able to gain degree in traditional manner you can go for online degrees in aviation.

Different top accredited online universities and online colleges offer online degrees in aviation. Online degrees available in the field of aviation include Online Associates in Aviation, Online Bachelors in Aviation and Online Masters in Aviation.

You Can Make Your Dream of Flying a Reality

You Can Make Your Dream of Flying a Reality By Jeffrey Synk Jeffrey Synk Level: Basic PLUS Jeffrey Synk is a father, pilot, and blogger, in that order. He flies for a regional airline based out of Colorado Springs, Colorado. He is ... ...

There is a club that formed many years ago which called itself "The Man Will Never Fly Society." These skeptics, as it turns out, are a frivolous group whose real charter is to get together and drink and put down the notion that humans could fly. But, as you know, millions of people fly every year and most people know someone that has flown as a passenger in some form in their lives.

But the question you have to ask yourself is if YOU are going to be part of the "I will never fly society."

So, have ever wondered if it would be possible for you to get your pilot's license and actually fly an airplane by yourself? It really may seem like a dream that is out of reach but let me assure you, it's not!

We all have dreams. As a child you might have dreamed of being one of King Arthur's knights or maybe a fairy princess or even a super hero, but alas those dreams seem to pass as time goes by. But some dreams may start in childhood and may stay with you for a long, long time. But some dreams may be more than just childhood fantasies. There may be a deep inner voice telling you your destiny in life is to fly airplanes. For a lot of people, the dream of flying NEVER goes away, even if you stop talking about it when you "grow up."

I remember when my grandfather took me up in a Piper Cub off a grass strip in the middle of nowhere. I was eight and from that moment on, I loved airplanes.

So, that dream you have of one day learning to fly may be that inner voice in you telling you that this is something you were born to do and that will fulfill you, as a person. In essence, you must figure out a way to someday fulfill that dream and learn to fly. That doesn't mean you are going to become a full time pilot for a major airline, although if that is your goal, that's great. Maybe being able to fly will enable you to do good things for a charitable organization or mission. Perhaps it will free you to see the world or to do some good for someone that you cannot even imagine doing right now. Whatever the case, it might be time to find out what is holding you back from going after that dream and get you moving down that path to see the dream of flying become...a reality!

Here is an example of someone that followed their dream.I have one friend who started taking flying lessons from me because it was a "dream" of his. He sold insurance, but wasn't very happy doing it. Eventually, he quite his insurance job and got all his ratings and certificates and now makes a living flying charter airplanes and he couldn't be happier.

In a lot of cases, we are awed when we look into the cockpit of an aircraft after a commercial flight, all of those dials, buttons, knobs and levers seem so overwhelming. You look at the pilot and you think, "How can they keep it all straight?" And then you feel the urge to fly an airplane, you think that it's impossible because how could you ever conquer the technical knowledge needed to operate a complicated thing like an airplane?

Often, the thing holding us back is simply not knowing where to start. We fear that the "society of pilots" is an elite group and that we just don't have the right stuff to become a pilot. Call it what you will: insecurity, fear of trying, fear of failing or the fear that we aren't smart enough, are all ingredients that keep you wondering and never taking the steps and going for it. However, when we begin to replace those fears with reality, you will see a whole different picture emerge.

The truth is that the path to learning to fly is one that is well known and well tested. In fact, thousands of people every year learn to fly by going to their local airport, finding a flight school, taking their ground school classes and then flying with a skilled flight instructor to learn how to fly an airplane. It is not only possible, it's relatively easy thing to do and the schools are ready and willing to give you the knowledge and skills to realize your dream. All you have to do is pick up the phone and schedule a "Discovery Flight." And within a few weeks, you too could be flying an airplane...just like that "kid-in-you" always dreamed of.

If You Ever Wanted to Learn to Fly, Now is the Time

If You Ever Wanted to Learn to Fly, Now is the Time By Jeffrey Synk Jeffrey Synk Level: Basic PLUS Jeffrey Synk is a father, pilot, and blogger, in that order. He flies for a regional airline based out of Colorado Springs, Colorado. He is ... ...

One of the most memorable moments of your life will occur on a relatively lonely airstrip, sitting at the end of a runway, with just one other person with you. It will be the first time you will take the controls of an airplane and take it out on your first flight lesson. The first time you fly an airplane is an event that makes the difference from any other kind of training because it is hands-on...and exciting. You are doing something that a very, very small percentage of the population ever do. You have chosen to get your pilot's certificate and become a pilot. While lots of ordinary schools have hands-on training, taking an airplane into the sky is unlike any other classroom experience there is.

How does it start?

Well today we will talk about the process of getting into flight training, a little bit about ground school and what you can expect on your first flight lesson and beyond. Let's get started.

If you want to fly, the first thing you need to do is visit a flight school or fixed-based operator (FBO) at your local airport. You can find them on-line or in the yellow pages. If you have never heard the term "FBO" before, an FBO is like a gas station for airplanes. They provide ramp service, i.e., fuel and parking, but a lot of times they provide airplane ground school and flight instruction as well. Sometimes they even rent airplanes and may have their own charter service. After all, once you pass the Private Pilot checkride, you will become certified by the FAA which means that you are qualified to fly an airplane and that you can take that plane up, handle different situations during the flight and return it to the ground safely. A flight school or FBO will allow you to rent their airplane so you can do just that.

So you have stopped by a flight school and talked to a certificated flight instructor (CFI) and discussed your flight training options. You like the instructor and you like the flight school, so you sign-up for ground school and your first lesson. When the day actually comes for you to do your first training flight, you can bet you will probably be a bit nervous. I know I was. It will be a nervousness that is mixed with excitement because soon you will be flying above the world in an environment you have never been before. After years of just admiring airplanes from afar and staring at airplane flight controls in pictures, you are now the one actually learning to control an airplane. You are learning how to fly.

Hopefully you studied hard and paid lots of attention during the ground school portion of your training. Flying an airplane isn't like studying English literature or American history. Every bit of knowledge you get in the classroom will have direct and important application when you taxi an airplane onto the runway and take to the air. So really learn, ask questions and leave no question unanswered in your eagerness to understand and comprehend every detail of this complicated and important field of learning. Granted, during ground school there will be many things that you will understand but have no practical foundation for but that you have to learn anyways. I guarantee though that you will be amazed when you are flying along and you have that "ah-ha" moment when you correlate the information together and it becomes crystal clear and you understand everything. Wait for it, because it is truly a wonderful experience.

Finally you are strapping yourself into the left seat of that flight school airplane as your flight instructor is strapping themselves into the right seat for your first flight lesson. At this point, you may be feeling a little anxious. Don't worry though, your flight instructor will be there every step of the way to guide you and encourage you. From this point on, the left seat will be your classroom and your instructor will be sitting in the right seat to help you. You will have most of the flight instruments on your side but you and your instructor will share flight controls. The passenger seat of the cockpit of a training airplane has parallel controls so if your instructor senses you need help and needs to explain something, they can take over and demonstrate the technique for you in actual flight practice. There is no better learning situation than this.

From the moment to arrive at the airport for your first flight till you tie-down the airplane, it will be a flurry of events, instructions, and information. And chances are you will only remember a portion of what your flight instructor is telling you because excitement will be dominating your thoughts. You will go through every aspect of the flight and there will be checklists of things to be mindful of from the moment you sit down at the controls to the end of the flight when you have landed the airplane and have stepped out onto the tarmac with one flight successfully in your logbook. You will have covered all of this in the classroom but you might feel overwhelmed when you are actually in the process of a flight lesson because you will not only have to remember dozens of things to check off, you are dealing with the sensations of flying an airplane.

But don't worry because your instructor knows that especially on this first flight, you will not be an expert at every aspect of the flight. They will help you start the engine, taxi it onto the runway, handle the radio communications and assist you with the take off. During the flight, your instructor will be having as much fun as you watching you discover the fun of flying, banking the plane, gaining altitude, changing directions and dealing with the atmosphere around you. And when the time is right to land the plane, the most important part of the flight, your instructor will be very involved and maybe handle this first one for you so you can get on the ground safely with a good learning experience behind you.

In conclusion, during your first flight lesson, pay attention, ask lots of questions and get comfortable with what is going on. If you feel some nervous jitters in your stomach, that's normal. Just relax and remember your training. In the flight lessons ahead, you will handle the controls more and more until finally you are flying the airplane and making the radio calls during the whole lesson. It takes time and if you fly often you will notice your skills improving steadily and that you get more and more out of every lesson. It won't be long before you wonder why it was so difficult for you in the beginning because now everything seems so easy.

I hope you've enjoyed this article. We have talked about what the first few steps are towards becoming a pilot and what you can expect as you take your first lesson and beyond. You will never forget your first lesson and the first time you take an airplane into the air. Becoming a pilot is a wonderful process and you should enjoy every aspect of it as you take that first important step toward becoming a pilot.

Heavy Maintenance Checks

Heavy Maintenance Checks By John Routledge

Heavy maintenance checks and landing gear repair.

a. The landing gear on aircraft may be fixed or retractable.

b. Retractable gear on aircraft is usually operated with hydraulic or electric power, although some models of light general aviation aircraft have manual retract systems operated by a lever in the cockpit.

(1) In addition to the normal operating system, emergency systems are usually provided to ensure that the landing gear can be lowered in case of main-system failure.

(2) Emergency systems consist of backup hydraulic systems, or stored nitrogen aas bottles that can be directed into actuating cylinders, mechanical systems that can be operated manually, or free-fall gravity systems.

Wear points, such as landing gear up-and-down latches, jack-screws, door hinges, pulleys, cables, bellcranks, and all pressure-type grease fittings, should be lubricated after every cleaning operation.

To prevent possible failure of a component due to incompatibility or breakdown of the grease, the following should be observed:

1. Use only greases approved for use by the product manufacturer.

2. Never mix different kinds of grease without approval from the product manufacturer.

3. Follow the manufacturer's instructions or FAA approved process for cleaning, purging, and lubricating of the component.

To obtain proper lubrication of the main support bushings, it may be necessary to jack the aircraft.

Those companies with approval for Boeing heavy maintenance are concerned with retractable landing gear and thorough inspection of the landing gear is part and parcel of heavy maintenance checks. This involves the entire structure of the gear, including attachments, struts, wheels, brakes, actuating mechanisms for retractable gears, gear hydraulic system and valves, gear doors, and all associated parts. The manufacturer's inspection procedures should be followed where applicable.

It is recommended that only easily removable neutral solutions be used when cleaning landing gear components. Any advantage, such as speed or effectiveness, gained by using cleaners containing corrosive materials, can be quickly counteracted if these materials become trapped in close-fitting surfaces and crevices.

NOTE: Any time the aircraft is on aircraft jacks, check the landing gear main support bushings for wear. Consult the aircraft manufacturer's overhaul manual for specific wear tolerances.

During winter operation, excess grease may congeal and cause increased loads on the gear retraction system, electric motors, and hydraulic pumps. This condition can lead to component malfunctions; therefore, it is recommended that cleanliness be stressed during and after lubrication.

Fixed landing gear should be examined regularly for wear, deterioration, corrosion, alignment, and other factors that may cause failure or unsatisfactory operation. During a 100-hour or annual inspection of the fixed gear, the aircraft should be jacked up to relieve the aircraft weight. The gear struts and wheels should be checked for abnormal play and corrected.

Narrow bodied aircraft maintenance

a. Old aircraft landing gear that employs a rubber shock (bungee) cord for shock absorption must be inspected for age, fraying of the braided sheath, narrowing (necking) of the cord, and wear at points of contact with the structure and stretch. If the age of the shock cord is near 5 years or more, it is advisable to replace it with a new cord. A cord that shows other defects should be replaced, regardless of age.

b. The cord is color-coded to indicate when it was manufactured and to determine the life of the shock cord. According to MIL-C-5651A, the color code for the year of manufacture is repeated in cycles of 5 years.

c. The color coding is composed of threads interwoven in the cotton sheath that holds the strands of rubber cord together. Two spiral threads are used for the year coding and one thread is used for the quarter of the year sheath, e.g. yellow and blue would indicate that the cord was manufactured in 1994 during April, May, or June.

d. Shock struts of the spring-oleo type should be examined for leakage, smoothness of operation, looseness between the moving parts, and play at the attaching points. The extension of the struts should be checked to make sure that the springs are not worn or broken. The piston section of the strut should be free of nicks, cuts, and rust.

e. Air-oil struts should undergo an inspection similar to that recommended for spring-oleo struts. In addition, the extension of the strut should be checked to see that it conforms to the distance specified by the manufacturer. If an air-oil strut "bottoms", that is, it is collapsed-the gas charge and hydraulic fluid has been lost from the air chamber. This is probably due to a loose or defective air valve or to defective o-ring seals.

CAUTION: Before an air-oil strut is removed or disassembled, the air valve should be opened to make sure that all air pressure is removed. Severe injury and/or damage can occur as the result of disassembling a strut when even a small amount of air pressure is still in the air chamber.

f. The method for checking the fluid level of an air-oil strut is given in the manufacturer's maintenance manual. An alternate means of servicing an oil strut is to jack up the aircraft, remove the strut's valve cap, release the air charge in the strut by depressing the valve core, remove the strut's valve core, attach a clean two-foot rubber or plastic hose to the threaded portion that houses the valve core, and secure with a hose clamp. Put the other end of the hose into a clean two quart container filled with the correct hydraulic fluid for the strut. Cover the container with a clean rag to prevent spillage. Now, slowly raise the gear/strut assembly either manually or with another jack under the strut. This will drive the remaining air out of the strut into the container of hydraulic fluid. Once the gear is fully retracted, slowly lower the gear. The hydraulic fluid in the can will be sucked into the strut. Repeat this procedure until you cannot hear any more air bubbles in the container when the wheel strut is fully retracted. With the strut fully retracted, remove the hose, insert the valve core, lower the gear, and service the strut with nitrogen to get the proper strut extension.

g. The entire structure of the landing gear should be closely examined for cracks, nicks, cuts, corrosion damage, or any other condition that can cause stress concentrations and eventual failure. The exposed lower end of the air-oleo piston is especially susceptible to damage and corrosion, which can lead to seal damage, because the strut is compressed and the piston moves past the strut lower seal, causing the seal to leak fluid and air. Small nicks or cuts can be filed and burnished to a smooth contour, eliminating the point of stress concentration. If a crack is found in a landing gear member, the part must be replaced.

h. All bolts and fittings should be checked for security and condition. Bolts in the torque links and shimmy damper tend to wear and become loose due to the operational loads placed on them. The nose-wheel shimmy damper should be checked for proper operation and any evidence of leaking. All required servicing should be performed in accordance with the aircraft service manual.

Inspection of retractable landing gear

Inspection of the retractable landing gear should include all applicable items mentioned in the inspection for the fixed gear. In addition, the actuating mechanisms must be inspected for wear looseness in any joint, trunnion, or bearings; leakage of fluid from any hydraulic lines or units; and, smoothness of operation. The operational check is performed by jacking the aircraft according to the manufacturer's instructions and then operating the gear retracting and extending system.

Landing-gear doors should be checked. Improper adjustment of sequence valves may cause doors to rub against gear structures or wheels. The manufacturer's checklist should be followed to ensure that critical items are checked. While the aircraft is still on jacks, the gear can be tested for looseness of mounting points, play in torque links, condition of the inner strut cylinder, play in wheel bearings, and play in actuating linkages. Emergency blow down gear bottles should be inspected for damage and corrosion and weighed to see if the bottle is still retaining the charge.

Mechanics should be aware that retread tyres can be dimensionally bigger than a "new" tyre. While this does not pose a problem on fixed landing gear aircraft, it may present a serious problem when installed on retractable landing gear aircraft. It is strongly recommended that if a retread tyre is installed on a retractable landing gear aircraft, a retraction test be performed. With the gear in the up-and-lock position, the mechanic should determine that if the tyre expands due to high ambient temperature, heat generated from taxi and take-off, repeated landings, or heavy braking, the tyre will not expand to the point that it becomes wedged in the wheel well.

The proper operation of the antiretraction system should be checked in accordance with the manufacturer's instructions. Where safety switches are actuated by the torque links, the actual time of switch closing or opening can be checked by removing all air from the strut and then collapsing the strut. In every case, the adjustment should be such that the gear control cannot be placed in the UP position or that the system cannot operate until the shock strut is at the full extended position.

During the operational test, the smoothness of operation, effectiveness of up-and-down locks, operation of the warning horn, operation of indicating systems, and clearance of tyres in wheel wells should all be checked.

Emergency landing gear systems.

Exercise emergency landing gear systems periodically to ensure proper operation and to prevent inactivity, dirt, and corrosion from rendering the system inoperative when needed. Most emergency systems employ either mechanical, pressure-bottle, or free-fall extension capabilities. Check for the proper safeties on triggering mechanisms, and for the presence of required placards, and necessary accessories such as cranks, levers, handles, etc. Emergency blowdown bottles should be checked for corrosion damage, and then weighed to see if the bottle is still retaining the charge.

Flight Control Systems

Flight Control Systems By John Routledge

In previously developed aircraft flight control systems, it has been the airframers responsibility to fully define the system prior to it being put out to tender. However, in more recent flight control system developments, there has been a move towards an open period of system definition, where the system supplier has liaised closely with the customer to jointly develop the system definition. This has largely been driven by the reduction in time to market for new aircraft.

Improved by adopting a collaborative systems approach to engineering, there is now less duplication of effort.

Lucas Aerospace designs, manufactures and supplies advanced technology systems, products and services in the aerospace industry. Lucas Aerospace were chosen as contract leaders for the Indonesian IPTN N250 aircraft's Flight Control Systems, with complete responsibility for the control of the three axis fly-by-wire actuation system. Lucas Aerospace worked closely with IPTN at the start of the project to jointly define the requirements for the flight control systems. Drawing on aircraft level and equipment level expertise in this way produced a more complete system specification.

Benefits of this approach include all the requirements being understood by both customer and supplier; a cleaner customer/supplier interface; optimised system components, all leading to technologically advanced, but cost effective solution being engineered.

A number of lessons have also been learned from this project, mainly in the areas of customer/supplier management and in dealing with the difficulties in managing such a complex system In future projects, effective requirements management will be instrumental in controlling systems which are becoming ever more complex.

Historically, the provision of flight control systems has undergone a slow but steady development over the years.
In the early days systems were invariably mechanical. The pilot was directly linked to the control surfaces such that he could feel what was happening, This resulted in very simple systems. The aircraft manufacturer took responsibility for the design and manufacture of all the systems within the aircraft allowing an optimised and highly integrated design against their own requirements.

During the 1950's to 1960's, the increase in aircraft speeds and size resulted in the requirement for power flying controls. The power flying controls were complex, redundancy was required to achieve safety, hydraulic power sources had to be provided and artificial feel systems required to give the pilot tactile feedback he was used to. The huge increase in both complexity and technology forced a change of approach. Typically the aircraft manufacturer continued to be responsible for the system configuration and developed expertise in all areas of system design allowing them to define the configuration required and the major features of the component units. Equipment suppliers were used to design the equipment against the requirements and were only given responsibility for the detailed definition of the component units.

System complexity continued to increase, driven by the need to reduce aircraft weight and operating costs. Suppliers were given responsibility for larger systems e.g. secondary flight controls and increased responsibility for the configuration definition of other flight control units. This allowed a steady reduction in the level of aircraft manufacturer support necessary in the base technology areas.

Compressed project time scales started to drive the need for concurrent working in order to allow the airframe and equipment supplier to work together to jointly define the system configuration. The A300 Flap and Slat system are typical of the systems developed around this time.