Becoming an Air Force Pilot requires you to meet strict physical, medical, vision and academic requirements. Applicants must achieve qualifying scores on the AFOQT exam, meet all requirements and pass a selection board prior to age 33. A final determination on your eligibility will be reached by working with a recruiter through the full application process. Show
For pilot and aircrew positions, height specifications vary by aircraft and most applicants can successfully pursue a career in aviation with the U.S. Air Force. Applicants who are significantly taller or shorter than average may require special screening to ensure they can safely perform operational duties. Applicants of all heights are encouraged to apply. Generally speaking, pilot candidates must:
Note that if you have prior flight time, this is a plus in being considered for a Pilot/Combat Systems Officer (CSO) assignment. CSO Distance 20/200 corrected to 20/20, near vision 20/40 corrected to 20/20 RPA distance vision 20/400 corrected to 20/20, near there is no standard for uncorrected near vison, but must be corrected to 20/20 These Commercial Air Services Standards outline the requirements for complying with the Commuter Operations Regulations
Subpart 704 of the Canadian Aviation Regulations. For ease of cross reference, the divisions and numbers of the standard are assigned to correspond to the regulations, therefore Standard 724.05 would reflect a standard required by section 704.05 of the Regulations. The standards under this Subpart apply to every Canadian air
operator engaged in commercial air services under Subpart 704 of the Canadian Aviation Regulations. The words and expressions used in these Standards have the same meaning as in the General Provisions Part I of the Canadian Aviation
Regulations with the following additions: "deplane" - means disembark; an aeroplane is deplaned when the passengers leave the aeroplane in the normal manner, as opposed to evacuating the aeroplane. (débarquement) "designated evacuation exits during fuelling" - means exits that are available for immediate use should an evacuation be required. (issues désignées pour l’évacuation pendant l’avitaillement en
carburant) "evacuate" - means the egress from an aeroplane in an emergency situation using all available emergency exits and assist means such as ropes, wings, emergency evacuation slides, etc. (évacuation) "fuelling" - means the act of transferring fuel into or out of an aeroplane fuel tank from or to an external supply. (avitaillement en carburant) "operations co-ordination" - means the exercise
of authority by an air operator over its operating activities, excluding operational control. (coordination des opérations) "on demand" - means an air transport service where the date, time and place(s) of departure and arrival are negotiated directly between a client and the air operator. (à la demande) "take-off safety speed" - is the lowest speed at which the aeroplane complies with those handling criteria
associated with the climb after take-off following an engine failure. (vitesse de sécurité au décollage) The following constitutes an application for an Air Operator Certificate: The Operations Manager is responsible for safe flight operations. In particular, the responsibilities of the position include: Note: In his or her absence all responsibilities for operational duties shall be delegated to another individual qualified in accordance with the Canadian Aviation
Regulations except that the knowledge requirements detailed under Operations Manager qualifications may be demonstrated to the air operator rather than the Minister. (amended 2003/06/01) Note: A Chief Pilot qualified under
Subpart 705 of the Canadian Aviation Regulations may serve as the Chief Pilot for Subpart 704 of the Canadian Aviation Regulations operations within the same company. The Chief Pilots are
responsible for the professional standards of the flight crews under their authority, and in particular: Note: In his or her absence, all responsibilities for duties shall be delegated to another individual qualified in accordance with the Canadian Aviation Regulations except that the
knowledge requirements detailed under chief pilot qualifications may be demonstrated to the air operator rather than the Minister. The person responsible for the maintenance control system shall be qualified in accordance with section 726.03 of the Commercial Air Services Standards. The requirement for operational support services and equipment will be dependent on types of aeroplanes and the size and scope of the operation and shall include the following, as applicable: (amended 1998/09/01; no previous version) To meet the requirements of this standard, a long
range area navigation system shall, as a minimum: The standard requirements for authorization to flight plan published high level fixed RNAV routes in Required Navigation Performance Capability (RNPC) airspace, or to be accommodated by Air Traffic Control (ATC) on other routes using RNPC separation criteria, are: The standard requirements for authorization to operate in Canadian Minimum Navigation Performance Specification (CMNPS) airspace, and to flight plan published high level fixed RNAV routes in Required Navigation Performance Capability (RNPC) airspace, and to be accommodated by Air Traffic Control (ATC) on other routes using RNPC separation criteria are: The standard requirements for authorization to operate in
North Atlantic Minimum Navigation Performance Specification (NAT MNPS) airspace, CMNPS airspace, to flight plan published high level fixed RNAV routes in Required Navigation Performance Capability (RNPC) airspace, and to be accommodated by Air Traffic Control (ATC) on other routes using RNPC separation criteria are: (amended 2003/03/01) The standards for authorization to operate in Reduced Vertical Separation Minima (RVSM) airspace are: The requirements for authorization to operate in Pacific RNP-10 airspace are as follows: The
geographical coverage area for the database shall be compatible with the type of operations conducted by the company. The air operator shall have procedures in place to ensure that the database will be updated in accordance with the appropriate data revision cycle. This shall include a contract with a database supplier and the inclusion, in the appropriate company manuals, of the person responsible for installing the updates in the aircraft. The company shall have a procedure in place for pilots
to report database errors and for information on database errors to be passed on to other company pilots, the avionics manufacturer and the Minister. The handling and procedures associated with the GPS avionics shall be such that all operations required for GPS approach can be accomplished without an adverse impact on normal crew duties and responsibilities. GPS related tasks shall not consume the attention of the pilot not
flying (PNF) during critical phases of flight (i.e. between the time the aircraft turns inbound on the final approach course and the time the aircraft is established in the climb configuration on a missed approach). If the GPS/FMS control unit is not adequately accessible from each pilot position, or if GPS course deviation and distance displays are not within the primary field
of view at both pilot stations, air operators shall designate in the standard operating procedures the position that the pilot flying (PF) and pilot not flying (PNF) are required to occupy during GPS approach for that type of installation. Aircraft types that are certified for operation by two crew members shall have GPS course deviation and distance displays at each pilot station. An Operation Specification authorizing GPS approaches shall not be issued unless the PNF has a means acceptable, in
the Minister’s opinion, of monitoring the PF during an approach. Installations where GPS guidance information (course tracking, To/From and NAV flags) are switched onto the HSI for display, but the DME distance information is not switched out (i.e. DME distance rather than GPS distance is displayed continuously on the HSI even when GPS source is selected to HSI), shall require air operators, in their standard operating procedures
for GPS approach, to deselect other NAV/DME sources to eliminate distance displays in the pilot’s primary field of vision not related to the approach procedure being flown. Responses to system annunciation (including Receiver Autonomous Integrity Monitoring (RAIM) warnings), the means of selecting GPS track information to the CDI/HSI and the means of coupling GPS steering information to the aircraft automatic flight control system shall be
compatible with the safe operation of the aircraft type/category. Standard operating procedures shall specify the procedure whereby the control unit is programmed, approach waypoints are verified against an independent source, approach mode is armed, and cockpit NAV source and AFC guidance source switches are selected and verified. Any switch selection or programming errors that the Minister believes are likely to occur and that could lead to a serious incident shall, if possible, be identified
and addressed in training and in the standard operating procedures. Otherwise, the installation shall not be approved for approach use. The Minister shall observe the pre-flight and in-flight operation of the unit on at least one GPS approach and missed approach. If the PF is allowed to occupy either seat during GPS approaches, then one approach from each pilot position shall be demonstrated. An airborne evaluation in an aircraft must take
place under VFR. Emphasis will be on crew co-ordination, pilot workload (PF and PNF), and switch selections. The standard for scheduled operations into or out of an uncertified aerodrome is as follows: The operation shall be conducted under conditions established by the Minister which require the air operator and aerodrome operator to ensure a level of
safety in respect to the use of the aerodrome that is equivalent to the level of safety established by Subpart 302 of the Canadian Aviation Regulations. Operations conducted under Subpart 704 of the
Canadian Aviation Regulations require a Type C or D operational control system. Another organization may be contracted to exercise operational control on behalf of an air operator. Note: A Type A or Type B system is only required for No Alternate IFR. As required for No Alternate IFR operations, where an operator chooses to operate at a higher level than
Type B, below. Prior to acceptance by the pilot-in-command of the Operational Flight Plan (OFP), operational control, as delegated by the Operations Manager in the approved Company Operations Manual, is exercised jointly by the flight dispatcher and the pilot-in-command of a flight. After the pilot-in-command accepts the Operational Flight Plan, the flight dispatcher and the pilot-in-command share
responsibility for Flight Watch. The flight dispatcher shall provide pertinent and related flight information to the pilot-in-command, including any changes to the Operational Flight Plan proposed by the dispatcher or the air operator. Once a flight has commenced, the final decision on any changes to the Operational Flight Plan shall be taken by the pilot-in-command based on considerations of safety. Limited pilot self-dispatch of flights may be permitted at those enroute stops where a lack of communications facilities prevents the co-authority dispatch of a flight. In such cases, the air operator shall develop, and submit to Transport Canada for approval, those additional procedures that are intended to compensate for the lack of flight dispatcher participation in the flight’s next operational flight plan. The Flight Dispatch Centre shall be established so as to ensure operational control throughout the air operator’s entire route structure or area of operations.
This requirement may be waived by Transport Canada at those stations where a lack of facilities prevents communication between the pilot-in-command and flight dispatch. Timely communication means the ability to establish communications domestically within 30 minutes of first trying and internationally within one hour when the flight is in cruise. Direct communication means the ability of the flight dispatcher and the pilot-in-command to communicate using the air operator’s facilities, an electronic data link facility, or operated by a third party according to an agreement. The number of flight dispatchers on duty at any time a dispatch function is required shall be sufficient to provide Flight Dispatch and Flight Watch services.
The Dispatch Release of a flight occurs when the flight dispatcher approved the Operational Flight Plan, after which it is submitted to the pilot-in-command for acceptance. When there is disagreement between the flight dispatcher and the pilot-in-command over the dispatch of a flight, the disagreement resolution policy, where one has been specified by the air operator, or the most conservative course of action shall be followed. The dispatch release may be in the form of an Operational Flight Plan signed by the flight dispatcher or it may consist of a separate document signed in accordance with approved air operator operating procedures. A means shall be provided and procedures developed to ensure that at each location where flights originate, the pilot-in-command:
Type B
Type C
Type D
724.17 Operational Flight PlanIn accordance with the classification of its operational control system (724.15), an air operator shall adhere to the full 30 item list below; the abbreviated 18-item list, as indicated by asterisk; or an informal operational flight plan. The minimum content for an operational flight plan (OFP) applies as follows:
For local flights (within 25 nm) or flights that terminate at the departure aerodrome, the operational flight plan need not be a formal document unless the air operator specifies otherwise in its Company Operations Manual. An air operator that operates flights over routes with little or no cruise segment (less than 30 minutes) may use the abbreviated operational flight plan. The Minimum Required Content of an Operational Flight Plan is:
724.26 Take-Off Minima
724.27 No Alternate Aerodrome - IFR FlightFor an air operator of aeroplanes to qualify to conduct a flight under IFR without naming an alternate aerodrome on the flight plan the following standard shall be met:
724.28 VFR OTT Flight(amended 2007/06/30; no previous version) The standard for operating VFR OTT is:
724.29 Routes in Uncontrolled AirspaceFor an air operator to establish routes in uncontrolled airspace the following standards shall be met:
724.32 Weight and Balance ControlThe weight and balance system required by
section 704.32 of the Canadian Aviation Regulations shall specify for each flight how the air operator will establish and be responsible for the accuracy of:
724.33 Passenger and Cabin Safety Procedures(amended 1998/06/01)
724.34 Briefing of Passengers
724.35 Safety Features Card(amended 1998/06/01)
724.37 Instrument Approach Procedures(amended 2006/12/01; no previous version) Stabilized Constant-Descent-Angle (SCDA) Non-Precision Approach In order to conduct a stabilized constant descent angle (SCDA) non-precision approach, the following requirements shall be met:
Division IV (deleted 2019/06/28)724.44 (deleted 2019/06/28)724.46 (deleted 2019/06/28)724.47 (deleted 2019/06/28)Division V - Aeroplane Performance Operating LimitationsThere are no associated Standards for this division Division VI - Emergency EquipmentThere are currently no standards published for this Division. Division VII - Personnel Requirements724.108 Flight Crew Member Qualifications
724.109 Qualifications of Operational Control PersonnelA person shall successfully complete the training program outlined in
subsection 724.115(17) Flight Follower Training to qualify for a position in Type C or D operational control system. Where an air operator chooses to use a Dispatch Release, the flight dispatcher preparing
the release shall be fully qualified in accordance with Type A or B Operational Control, section 724.15 Operational Control Systems and subsection 725.124(21) Flight Dispatcher
Training of the Commercial Air Services Standards - Airline Operations - Aeroplanes. 724.111 Validity Period
Division VIII - Training724.115 Training ProgramsThe syllabus of each training program shall include the programmed time allotted and the subject matter to be covered.
Division IX - Manuals724.121 Contents of Company Operations ManualThe Company Operations Manual shall contain at least the following, as applicable to the operation:
724.123 Aeroplane Operating ManualAn aeroplane operating manual shall consist of the following:
724.124 Aeroplane Standard Operating Procedures (SOPs)The Standard Operating Procedures Manual shall contain the following information for each type of aeroplane operated. Where there are significant differences in equipment and procedures between aeroplanes of the same type operated the Standard Operating Procedures Manuals shall show the registration mark of the aeroplane, it is applicable to. Required information, if contained in another publication carried on board the aeroplane during flight, need not be repeated in the SOP. The SOP shall include the following as applicable to the operation:
Which of the following is classified as a minor tranquilizer?The principal minor tranquilizers are the benzodiazepines, among which are diazepam (Valium), chlordiazepoxide (Librium), and alprazolam (Xanax).
Which theory states that sleep is a product of evolution?Inactivity Theory
One of the earliest theories of sleep, sometimes called the adaptive or evolutionary theory, suggests that inactivity at night is an adaptation that served a survival function by keeping organisms out of harm's way at times when they would be particularly vulnerable.
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