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flyscanacademy · 7 months

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Pilot Courses After 12th - A Detailed Guide

A human’s life has many stages that he/she goes through. One such important stage is their career. After your schooling, it is time for you to choose your work profile and in what area you wish to work. This itself depends on many factors like your interest, potential and other various things. One such widely chosen career option is that in the aviation field of a pilot. Pilot as a career itself sounds pretty fancy to hear but the process is not that easy. Below is the perfect guideand details to find out how the career of a pilot can be pursued after you complete your 12th grade.

After 12th standard, a pilot enthusiast can choose to enroll to different courses as there are many pilot courses after 12th available at various places.There will be two different options for you to choose from. You can consider either joining a government flying school or you can choose to enroll yourself in a private flying academy as it is upto your choice. This depends on other factors like your needs, what is best suited for you and even your budget. Initially, you will be given some basic training about this field. If this training is completed successfully, then you will obtain your private pilot license. Your next step would be to be in a flight school.

The flight school will provide you with more advanced training that will provide you with a better understanding of the aviation sector. After a good understand and clearance of the training, you will get the airplane pilot license. A320 type rating is a rating that can give you chances to operate with bigger airlines which feature aircrafts like the airbus 320. It is simply a rating that certifies that the pilot is pretty much capable of flying a specific and certain types of aircrafts.

Though, training’s and flight cool is a necessary step but the peak of a trainers journey is attaining the commercial pilot license. This license holds great significance for a pilot and all of them wish to have it as it is much different private pilot license. The key difference is basically that the commercial pilot license allows the pilot to fly for compensation or hire but the private pilot license is only limited to the recreational purposes. To truly obtain the commercial pilot license, the candidate must qualify through a set of requirements and pass the test. CPL training are also available to train pilots and give them exposure to advanced pilot skills. In this set of training, many new things are taught that will be useful in their career of aviation.

Being a pilot also requires a lot of patience and calm as well as the sharp and quick mind. All these characteristics together add up to give out a great pilot. If you have decided to join aviation, you just need the right training and practice and in no time you would be flying with your very own license.

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valuentumbrian · 4 years

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Boeing’s Financials Are Absolutely Frightening

By Brian Nelson, CFA

On November 18, 2020, Boeing (BA) announced that the US Federal Aviation Administration (FAA) withdrew its order that had grounded its 737-8s and 737-9s (737 MAX) that had been involved in two terrible accidents during the past few years, a Lion Air flight that killed 189 people and an Ethiopian Airlines jet crash that claimed the lives of 157 more. We’ll never forget these tragedies and the impact on the families and the aviation industry, more generally.

In January 2017, we had added Boeing to the Dividend Growth Newsletter portfolio, but we had removed it March 16, 2018, prior to the unfortunate and high-profile accidents that occurred several months after. During the short time it was in the newsletter portfolio, the stock roughly doubled, producing a return 5 times that of the S&P 500’s performance. Here was the rationale for the removal at the time (bear in mind that this was before the terrible tragedies that occurred months later):

The primary reasons for the removal rest in a combination of Boeing’s value and technical/momentum considerations. Shares have soared to the high end of our fair value range, and now technically, they have started to roll over as investors, fair or not, worry about retaliation with respect to coming tariffs. We’re huge fans of Boeing on a fundamental basis, but a great company a great stock doesn’t always make.

Fast forward to January 23, 2020--a month or so before the COVID-19 market collapse--when Boeing’s shares were trading at ~$320 per share, I penned a piece in frustration: “Why *NOW* Do You Care About Boeing’s Stock?” I said in that January 23, 2020 note in no uncertain terms: “In no, way shape or form should you *now* be interested in Boeing’s stock.” There was some more harsh writing in the note, and I wish I could have said it nicer – but at times, I just want our members to get a feel for exactly what we think about a stock. There’s always room for improvement in my tone.

But please let me put it nicely now: I really didn’t like Boeing’s shares at $320 in January 2020, especially since we had removed them from the Dividend Growth Newsletter portfolio for a huge win just a number of months prior. Now with the benefit of hindsight, I hope you can forgive me for that emphatic and colorful note (in analyst speak, we call that type of writing “pounding the table”). Boeing’s shares had fallen from ~$320 that day in January 2020, to a 52-week low of $89 per share in mid-March.

But that was then, and this is now. Shares of Boeing have finally bounced back, converging to our fair value estimate of $200 that we established near the depths of the COVID-19 meltdown. The company’s shares had rallied back to those levels in June of this year, and now they have settled again at our fair value estimate after technically basing for a number of months. We’re viewing this share price move, in particular, positively, but Boeing still has a long way to go to meet the fundamental/financial criteria we’re looking for to be reconsidered in any newsletter portfolio.

The reality is that Boeing’s financials are still pretty scary. During the first nine months of 2020, the company burned through an incredible $15.4 billion in free cash flow, even as it cut capital spending by a few hundred million. As of the end of the third quarter of 2020, its total consolidated debt now stands at $61 billion, with total cash and marketable securities of $27.1 billion. This compares to total consolidated debt of $24.7 billion and total cash and marketable securities of $10.9 billion, as of the end of the third quarter of 2019.

The grounding of the 737 MAX and the outbreak of COVID-19 have combined to be an absolute wrecking ball to Boeing’s financials, and it may take a very, very long time before things start looking better on the books. S&P, Moody’s and Fitch still give the company investment-grade credit ratings (BBB-/Baa2/BBB-), but we’re not sure the aerospace giant deserves them. Here’s what Fitch noted October 2020: “…many of the company's quantitative rating factors will be inconsistent with the 'BBB' category for three years (2019-2021) and into 2022.” It’s probably fair to say that Boeing’s corporate debt should be rated junk, but that would cause some severe reverberations in the credit markets, in our view.

It's worth sharing Fitch's views on expectations for airline traffic in coming years:

Fitch's base case for airline passenger traffic (domestic and international) assumes revenue passenger kilometers (RPKs) will not recover to 2019 levels before FYE23 and at FYE21 will still be 30% below 2019 levels. Underlying this forecast is the assumption that an effective vaccine/treatment is available, but not at scale, through 2021, and there will be a continued collapse in travel until there is widespread vaccine/treatment availability.

Our base case assumes domestic traffic recovers to 2019 levels around the middle of 2023, while international traffic returns to 2019 levels after 2023, perhaps the summer of 2024. Available information so far supports this assumption of domestic recovering first, including the data coming out of the important Chinese domestic market. We expect capacity will recover before RPKs, and we believe load factors will remain lower than the record levels seen in 2019 (source).

Here is what the International Air Transport Association (IATA) had to say about the 5-year outlook for air passenger demand (July 2020):

…we have revised down our passenger forecast over the next five-year period. In our new forecasts, we expect RPKs to decline by a little more than 60% in 2020 compared to 2019, with a return to pre -COVID levels not occurring before 2024. Many uncertainties remain around the outlook and in this update we have investigated various possible future scenarios. The main point is that the risks around our latest forecast remain clearly tilted to the downside...The upside could see travel demand return to 2019 levels in 2023, while the downside could be much more severe (source).

The airlines are certainly not over the hump, by any stretch, and we think the credit rating agencies are probably giving Boeing the benefit of the doubt that it will start raking in material free cash flow in 2022 due to pent-up demand and accelerated deliveries (an optimistic, but still an assumption with reasonable basis). However, as we’ve learned time and time again, supply chain issues can pose problems, and lower airline traffic will almost certainly impact its services operations.

In the longer run, new aircraft are extremely expensive to build and come with substantial “unknown” risks (e.g. think 787 delays, the recent 737 MAX incidents), and key rival Airbus (EADSY) is not backing down either, with competition only intensifying as the duo vie for orders during these troubled times (Boeing hasn’t had a new aircraft order since August). It's only a matter of time before China and Russia will be key players in the aircraft-making industry, too. Boeing has no margin of error left; should it be hit with another negative exogenous event in the near term, things could get really, really ugly for shares.

When it comes to our favorite ideas, we continue to prefer net-cash-rich, free cash flow generating powerhouses with strong competitive advantages that facilitate recurring revenue business models that can take advantage of secular tailwinds (see the concentrated nature of the Best Ideas Newsletter portfolio). With Boeing’s dividend suspended, too, there’s simply no place in any of our newsletter portfolios for this troubled airframe maker, despite a hugely attractive backlog of unfulfilled deliveries ($393 billion, ~4,300 commercial airplanes). The company falls within what we'd describe as the “too hard bucket,” in our view. One day--many years from now--the aerospace giant’s financials may return to some “normalcy,” but until then, Boeing is likely dead money with a severely-bloated balance sheet walking on thin ice.

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Related aerospace: ITA, PPA, XAR, SPR, TGI, HXL, HWM, HEI, TDG, RX, DCO, BAESY, EADSF, SAFRY, CAE, BDRAF, BDRBF, ITT, ATRO, CSTM, DCO, MOG.A, WWD, KAMN, HON, TXT, AVAV, LHX, AIR, ERJ, RYCEF, RYCEY

Related airlines: JETS, ALK, LUV, AAL, ACDVF, DAL, UAL, HA, SAVE, GOL, CPA, RYAAY, AZUL, ICAGY, EJTTF, DLAKF, DLAKY, AFRAF, DRTGF, WZZAF, AERZY, FNNNF, NWARF, AIBEF, QUBSF, ESYJY, LTM, SKYW, MESA, ANZFF, CEA, ZNH, AIRYY, ALGT, KLMR, JAPSY

Related lessors: AL, AER, GE

Related travel stocks: TCOM, TRVG, BKNG, EXPE, TRIP, TZOO, CTRP, DESP

Related air freight: UPS, FDX

Related country ETFs: FXI, MCHI, RSX

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Brian Nelson owns shares in SPY, SCHG, DIA, VOT, and QQQ. Some of the other securities written about in this article may be included in Valuentum's simulated newsletter portfolios. Contact Valuentum for more information about its editorial policies.

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#boeing #$ba #airlines #aerospace

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jetcess · 5 years

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The Airbus 320 is one of the best selling aircraft in the world. Doing your A320 type rating through Jetcess is a career opener. Contact [email protected]

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hmaviation · 2 months

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#best airbus a 320 type rating #airbus a320 type rating #a 320 type rating

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tuesday6econlive · 5 years

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Price of Airline Tickets

1.Why Airlines Oversell Tickets.

As a heavy airplane traveler, you might meet a frustrating scenario— the flight you book does not have enough seats for everyone waiting in line. Why do airlines oversell the tickets? The opportunity cost makes them do so.

There is always a rate that people don’t show up for their flights, the empty seats can be paid by two ways:1) rise the ticket price so that the empty seats are evened out. 2)oversell the ticket.

What the cost for airline companies if they use solution 1? The rise of an overall ticket is will cost a lower quantity demanded of the airplane. Overall revenue drops. What’s more, if the rate of passengers not showing up remains the same, the opportunity cost actually rises as the ticket price goes up.

So oversell the plane tickets actually is the best way for the airline. Even if there are people exceeding the capacity of the flight, they can simply move them to the next flight which has seats available or give them gift cards. Under both circumstances, the airline company both avoided the opportunity cost.

2. Externalities Influence the Price of Airline Tickets and Price Elasticity

From August to September every year, the price of international flights will suddenly rise. Thousands of international students will fly to another country for studying. This factor becomes an externality, which we have learned in economic class, for the rising price of airline tickets. To differentiate whether the externality is positive or negative, here is some analysis.

Because the demand for airline tickets increases at this period, the demand curve for tickets will shift to left and price will increase. Obviously, this situation is profitless for families who need the tickets. Such a large amount of demand always means a higher price and worse service, because flight attendants can not serve so many people at the same time. Does it mean the externality is negative? Basically, no. The benefits of changes in demand quantity and price do not absolutely rely on buyers’ reflections. The demand curve does not reflect the social value of the tickets. In fact, social value is greater than the private value. As the graph shows, the social value curve should be on the private value curve. The intersect of the social value curve and the supply curve represents the optimal quantity and price of tickets for the society. In conclusion, the externality is positive because it is beneficial for the market and society.

Moreover, the tickets are necessary for these students because they invest too much energy and money for studying aboard. It is impossible to delay their schedule because of the rising price. In this situation, the demand curve for the tickets is inelastic and the total revenue of the tickets will increase with ticket price rising.

3.Destination

Based on the different destinations, the price of flights will be adjusted. The price of flying to a remote place will be higher than the price of flying to a develop place even if the flight distance is the same. The cost of each flight is almost the same due to the same distance but the number of passengers will be quite different. Considering the little flow of people, airlines will offer a few flights to the remote place. Thus, the supply curve will shift to the right which makes the quantity decrease but the price increase.

4.Price discrimination between different city-pairs

“Price discrimination between different types of passengers has received considerable attention (Czerny and Zhang 2015, 2011, 2014a; Koopmans and Lieshout 2016). However, little effort has been spent in attempting to address price discrimination between different city-pairs (different origin-destination). Flight prices are significantly different between different city-pairs mainly because of the air route distance. Flight fares between different air routes may be the same because the same type of aircraft is used for different flights – for example, the Airbus 320 has the same flight range as a Boeing 737–800. Furthermore, most of the above works do not give equilibrium flights and equilibrium prices either when airlines aim for joint-profit maximization or self-profit maximization. Equilibrium solutions are totally different in these two different scenarios. Thus, congestion prices should be calculated using equilibrium flights in these two different scenarios. Moreover, there will be no congestion when the total flight volume is low enough. Thus, there should be no congestion toll when total flight volume is sufficiently low. Few works, however, address the method of how to determine the specific total flight volume under which there should be no congestion toll. (Baocheng, Zhang, et al, 2019)”

Baocheng, Zhang, Zhijian, Ye, Lili Wang “Airport airside congestion pricing considering price discrimination between aircraft type under a Stackelberg game,” published online, 12 Dec 2019.https://www.tandfonline.com/doi/full/10.1080/03081060.2020.1701706

Yiling Shen 79443400

Xinyi Huang 58453768

Tianle Zhu 71924885

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flightschoolsblog · 6 months

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Type Rating with HM Aviation

A type rating is basically the benchmark required by civil aviation authority such as DGCA in order to operate certain types of aircraft . HM Aviation works with top type rating training organisations around the world to offer Best quality Airbus 320 type rating , Boeing 737 type rating , ATR72-600 type rating . All these ATO s have been training pilots for decades now upto airline standards . These training schools have rich experience in training pilots from India as per Indian DGCA curriculum. They have new Full flight simulators , highly experienced type rating instructors and examiners and state of the art training facilities .

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deepsau-blog · 6 years

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pilot training in india,pilot institute in india, pilot training institute in india

The aviation industry is evolving to new heights, and the demand for more air personnel is growing over the years. India is set to fill the need by offering proper education to future aviators. By using FSTC as your training provider, you will surround yourself with India´s biggest providers of candidates to the aviation industry in India. FSTC is an DGCA & EASA Certified Approved and Training Organizations (ATO) and is capable of handling international students as well. Going forward, India with its rich history, diversity, and a rapidly growing economy has all the elements to be one of the most sought-after destinations for aviation training.

What you need to know about FSTC?

FSTC strives to be the leading provider of training programs for aviation professionals and airlines. Offering their programs directly from their training centre in Gurugram, equipped with state of the art technology ensuring the highest quality of training.

Our motto is to bring India up as of the major training hub on a global scale. “We should be very self-sufficient that the rest of the world would look up to us for their aviation training needs. Establishing state of the art ATO & FTO matching global standard training facility in India was my dream". We intend to equip it with the most modern and advanced flight training aircraft in the world and cater to pilots manning modern airline fleets. We also intend to offer training to International pilots who could be the best brand ambassadors for the host country.

We are the largest pilot Training providers in the region with the most number of full flight simulators catering to various fleet types approved by Airbus and Boeing. FSTC have the right blend of ambition and potential to attract international & individual cadets who intend to be an airline pilot. Today FSTC is one of the most rapidly growing companies imparting aviation training on Boeing 737, Airbus A320 & ATR 72-500. The company has a proactive and transparent strategy to support & deliver the training to airlines & individual students. Around Eleven hundred pilots are already trained by FSTC and placed with all the major airlines like Indigo, Vistara, Jet Airways, Spice Jet, Air Asia, GoAir, Alliance Air, and Air India.

Available training programs at FSTC.

FSTC is capable of providing initial flight training by domestic and International standards under one roof. Offering full training program from student pilot licenses up to type rating using global training standards at affordable prices. Training will be carried out by flight simulators and Single Engine & Multi Engine aircraft.

CPL: http://www.fstc.in/cpl.html

AIRBUS A320: http://www.fstc.in/airbus-320-type-rating-course.html

BOEING B737: http://www.fstc.in/b-737-type-rating-course.html

ATR 72-500: http://www.fstc.in/atr-72-500-type-rating-course.html

ATR 72-600: http://www.fstc.in/atr-72-600-type-rating-course.html

BOEING B-787: http://www.fstc.in/b-787-type-rating-course.html

Need to contact FSTC, Click here: http://www.fstc.in/contact-us.html

#Pilot #PilotTraining #PilotTrainingInGurgaon #pilot institute in india #pilot training institute in india

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jacewilliams1 · 6 years

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That magical age: a pilot’s 40-year journey from Cessna to Airbus

My Dad turned 65 recently, and as with so many of his peers, this year means mandatory retirement from a 26-year airline career. While for him it’s a singularly pivotal and more-bitter-than-sweet event, his retirement also represents a journey that began with a Cessna and ended with an Airbus, in what has become a massive wave of his peers with remarkably similar stories of GA roots, turbulence in an industry, and a magical age of forced retirement.

I majored in history, so pouring over the stack of Dad’s logbooks is like a treasure trove to me, their value to me about equal to that which a complete set of logs adds to a nice Cub. They tell a story (you do put notes in your logbook, don’t you?), one that catalogs a broader aviation career that includes nine type ratings and over 30,000 hours in over 50 models of aircraft spanning more than 40 years. His story also encapsulates the pilot stories of so many of his sexagenarian colleagues, one full of mergers, bankruptcy, heat, cold, cranky passengers, and the aftermath of 9/11, while at the end of each day the satisfaction of being in the cockpit, flying the line, and doing what he set out to do in 1969. It’s a story that will resonate with all of us who have yearned to fly and have sacrificed, often much, to realize the dream.

Aviation blood courses through my veins. I swear it’s genetic. I remember my grandpa, born in 1919, telling me he always wanted to be a pilot, but he was a farmer’s kid and it was just too expensive. His farm deferral from the draft in 1940 certainly kept him out of the war but also kept him from getting into that career as a young man. Stubborn as he was, however, shortly before he retired after 40 years as a carpenter, he earned his private pilot’s license. He never lost the dream.

It all started here, as it does for every pilot.

My dad, meanwhile, was flying his tail off. After he graduated from high school in 1969, he mowed lawns for two years to pay his way through his flight training. He was horribly allergic to the grass he was cutting, but persisted through the swollen face and hands and took his first flight on January 3, 1969 at Sawyer Aviation at KPHX. The logbooks indicate that there were the same financially-related fits and starts many of us had when we first began, but set on a goal, he was earning money as a CFI by February 1975.

Dad’s logbooks tell the classic story of the difficulty of “making it” as an airline pilot. There’s the 3,000 hours – an entire logbook filled from his days as a CFI – of dual given and another thousand flying charters over six years at Sawyer before he ever got a corporate gig. Even while he was teaching students, he was still a student himself, earning his MEI, ATP, and even his private pilot glider rating, all within one marathon week in ’75. He usually annotated the good and bad students, and it’s funny how many of those names I now know as his fellow airline buddies at Southwest, FedEx, and others. I suspect those were the good ones. Apparently the bad ones were really bad: there is a rather terse note meant as a legal disclaimer, disavowing a student of his who was flying solo without his authorization.

From his time at Sawyer, stories of the more unusual folks in the aviation world emerge. There was the guy who paid Dad to fly his pressurized Baron (“that thing was the biggest piece of junk,” he always said) because, well, this guy just wasn’t a good pilot. Dad would have never signed off on a multi-engine checkride. Worse he – let’s call him “Dave” – had financed it against his kids’ inheritance, proving his parents prescient in skipping a generation. Dave loved to impress the ladies, so one day he rented a car and swore that he could beat my Dad in the Baron on a one-hour flight that would ordinarily take a car at least two. Dad was charged with the both the Baron and Dave’s girlfriend, and knowing he’d win handily, took his time doing a leisurely preflight and departed in no hurry whatsoever. Not too long after Dad landed, Dave came tearing into the parking lot, leaving a trail of fluid and dragging parts and proceeded to chew out the rental car company for giving him a crappy car. You get all kinds in this business.

There’s another terse entry from 1979: to keep building that multi time, Dad took a job with the upstart Cochise Airlines flying a Cessna 402 between Phoenix and Tucson. He had begun when the airline held great promise, but it faltered and collapsed under poor management (and probably lack of air conditioning) as many before and after. Dad barely beat the bankruptcy lawyers to the punch on that one.

Oh, and this career path brought my parents together. Sawyer and a local hospital had begun the first civilian air evac service in the U.S. My mom was one of its first nurses. Dad recalls working up the nerve to ask Mom out for four years. For her part, Mom swears she never even saw him until just before he asked her out for ice cream, you know, so if he didn’t actually like her he wouldn’t be out too much cash. I for one am glad there was a second date. Even the nuptials were done in proper aviation fashion: Dad rented a 310 and flew Mom to Vegas with the best man (the aforementioned student-cum-Southwest pilot) and maid of honor. Weirdly, Dad didn’t log that trip, but Mom did make her first appearance in his logbook a few weeks later.

I am an Air Force C-130 pilot by trade, and as a student of history, I was enormously jealous when I saw some DC-3 time in Dad’s logbook, a brief stint at a cargo operation out of Dallas. Airlift hero of the Hump, Operation Neptune, and the Berlin Airlift, the venerable C-47 continues, 70 years later, to operate (fitted these days with turboprops) in cargo and missionary work around the world. One can even pay as much as $18,000 for a DC-3 type rating from an operation in Georgia. It almost seems worth it.

But then Dad started moving up in the business, and he flew corporate for several years, first in a Gulfstream 159 and finally in a Citation 650. It is here that I have first evidence of my aviation immersion: Dad holding my one-year-old self on the steps of that beautiful turboprop. Confirming what I’ve always known about being the favorite son, there was a ten-day break from flying after my brother was born; for me, six weeks.

An overnight success, 40 years in the making.

Then in 1989 Dad went to work for another new airline, this time for America West Airlines flying the Dash 8. I remember the company picnic and touring one of its 747s, and indeed, it was probably these “excesses” that landed AWA in bankruptcy just two years later. I never caught wind as a kid, but it must be pretty scary to be the new guy at a new airline going through Chapter 11. But he wasn’t furloughed, and, as part of the restructuring, he started flying the 737, then the 757, and finally the Airbus 320, where he stayed to the end.

He got home from a trip at 0200 on 9/11 and thankfully was senior enough to survive the fallout from that date, the merger with U.S. Airways, the Great Recession, and still another merger with American in 2012. In one decade the biggest names like Pan Am, Eastern, Continental, and TWA were going under, and in another thousands were furloughed and things looked pretty bleak. From AWA to USAir to AA, after all those bankruptcies and mergers Dad’s three-airline story seems common among his peers in the twilight of their airline careers. What is uncommon is how fortunate he was when so many others were rather more unlucky amid all of that upheaval. Dad never got hosed in an era when many did, or as he says, “they’ve never missed a paycheck.” Indeed.

The logbooks also include a fun grab-bag of other notes demarcating big events to a pilot filling out his logs. A demo flight for Mario Andretti. The first simulator checkride, in a Citation 650. “Shuttle explosion,” 1/28/86. “KNS660 install,” laughably archaic now but really fancy stuff in 1987. The summary tally of milestones – “1000 hours in Citation 500/550” or “5000 MEL time.” The captain who assumed the persona – including legal name change – of a certain Gone with the Wind character. Captain upgrade in 1997, where the logbooks end in favor of scattered flight crew logbooks. No real need to keep logging time at that point, I guess.

Dad asked me recently if I remember him being gone more or home more. Are you ready? I feel like he was home all the time. Other airline pilots’ kids I know have different recollections, it’s true, but it speaks to the benefits of living at one’s domicile rather than commuting. He was there for my basketball games. He was there for my brother’s football games. Heck, he even came to our practices. And you can be damn sure he bid off for when I got my pilot’s license. Because he could.

Growing up, I always got the impression that the ex-military guys flying with my Dad had had it easy. Dad would acknowledge that it’s a wise way to go, and after reviewing his seven logbooks I get a sense of the hard slog that civilian pilots go through to get those precious hours that we military flyers get almost de facto. We sacrifice in other ways, but getting turbine time usually isn’t one of them.

So here’s to you, Dad, for a hard-earned, well-deserved, long, and storied career. Here’s also to the wave of guys and gals retiring in the next few years. I hope to take your place one day.

The post That magical age: a pilot’s 40-year journey from Cessna to Airbus appeared first on Air Facts Journal.

from Engineering Blog https://airfactsjournal.com/2018/05/that-magical-age-a-pilots-40-year-journey-from-cessna-to-airbus/

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