OMNI aviation philippines
Join Date: Mar 2007
Location: Clark, Pampanga
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If I may add, real SOLO X-Country is allowed in Omni given you were endorsed to fly solo by your instructor. Most schools in the Philippines will only allow you to go SOLO if you are doing TAGS in the pattern.
Last edited by vinciboy; 8th Apr 2008 at 07:25.
Join Date: Jul 2006
Location: Philippines
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not daft. just rhetorical to him at least. mechanical problems can happen even if the plane is well maintained. who knows? maybe the pilot flew with extra carbon deposits after doing an idle throttle check? maybe the mixture setting was too lean considering the outside temperature? could be a lot of things... could even be a pilot error and the pilot lived to tell that it was a mechanical problem.
the guys wearing sky blue overalls who do the maintenance for OMNI, PAL, CA, and the private planes (or choppers) chocked in the hangar do their jobs pretty well... if i needed to ask anything mechanical, they know what they're talking about.
the guys wearing sky blue overalls who do the maintenance for OMNI, PAL, CA, and the private planes (or choppers) chocked in the hangar do their jobs pretty well... if i needed to ask anything mechanical, they know what they're talking about.
Join Date: Mar 2007
Location: Pilipinas
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Do you guys know any graduates of omni? i'd like to know how their aviation careers are doing. like what airlines do they work for.--
I know some former F.I.s from Omni are already flying the airlines
From PAL they have one 747 Captain, one A320 FO, One A340 SO.
From Cebu Pacific Air I've heard some just finished ground schooling with the A320s and 19s.
From Asian Spirit one FO in BAE146, one FO in Dash 7 and another FO in CN235.
Just not sure how many are home grown, but they are progressing somehow.
Most of the students i know from last year are already licensed FIs and already teaching in different flying schools in the Philippines.
If some thinks Omni is prioritizing the few CIA students, imagine enrolling in a flying schools teaching bulks of Indian students and compete with their schedule.
In Omni there is a policy of 1 student one Instructor until you fly solo. You only need FI until you have your first solo and during first xcountry flights. When you get your PPL you can fly solo all you want to the routes you have been checked out.
Its the only flying school that allows students to fly solo as much as they want.
With regards to Ground Instructions almost all flying schools here in the Philippines do the same style. Let the Newbie teach to get the required teaching hours to get the license but "MUST BE SUPERVISED BY A LICENSED GROUND INSTRUCTOR"
My last suggestion is to try Airworks flying school in Manila owned by Capt Halili. Its pricey but worth it.
I know some former F.I.s from Omni are already flying the airlines
From PAL they have one 747 Captain, one A320 FO, One A340 SO.
From Cebu Pacific Air I've heard some just finished ground schooling with the A320s and 19s.
From Asian Spirit one FO in BAE146, one FO in Dash 7 and another FO in CN235.
Just not sure how many are home grown, but they are progressing somehow.
Most of the students i know from last year are already licensed FIs and already teaching in different flying schools in the Philippines.
If some thinks Omni is prioritizing the few CIA students, imagine enrolling in a flying schools teaching bulks of Indian students and compete with their schedule.
In Omni there is a policy of 1 student one Instructor until you fly solo. You only need FI until you have your first solo and during first xcountry flights. When you get your PPL you can fly solo all you want to the routes you have been checked out.
Its the only flying school that allows students to fly solo as much as they want.
With regards to Ground Instructions almost all flying schools here in the Philippines do the same style. Let the Newbie teach to get the required teaching hours to get the license but "MUST BE SUPERVISED BY A LICENSED GROUND INSTRUCTOR"
My last suggestion is to try Airworks flying school in Manila owned by Capt Halili. Its pricey but worth it.
Join Date: Mar 2007
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With regards to accident statistics, Omni is blessed to have no fatal accidents so far. Many flying schools have their one share of accidents, lucky for some its not published in the news. Most accident happens due to negligence. Negligence in part of the mechanic can be prevented because Pilot do the final check. Its them who has the final say. Just be preventive and inspect the A/C thoroughly before you board and be aware of the situation at all times when airborne.
"There are OLD pilots and BOLD pilots, but There are no OLD BOLD pilots"
"There are OLD pilots and BOLD pilots, but There are no OLD BOLD pilots"
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Join Date: Mar 2008
Location: Philippines
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thanks for all the info. im pretty much decided that im going to omni since 1) it costs much cheaper than PAL and CIA.(P1.5M for the PPL, CPL and IFR). last time i heard, PAL costs P2.5M for the ab-initio pilot program.
2) quality training. the increase in the number of students are a proof of this and besides the accident in december 2007, theres not much bad things to say about them. also, CIA wouldnt entrust their students to a low quality school. especially since they're shelling out P4M.
3) 1 student 1 instructor is great. although i doubt they could keep that up with all the students.
all i need to do now is secure an SPL from the ATO.
any tips for this? Omni accepts students with glasses, im not sure about ATO.
2) quality training. the increase in the number of students are a proof of this and besides the accident in december 2007, theres not much bad things to say about them. also, CIA wouldnt entrust their students to a low quality school. especially since they're shelling out P4M.
3) 1 student 1 instructor is great. although i doubt they could keep that up with all the students.
all i need to do now is secure an SPL from the ATO.
any tips for this? Omni accepts students with glasses, im not sure about ATO.
Join Date: Dec 2006
Location: Area 51
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Definitions
" ... fatal accident for OMNI. the plane was a total write off, the indian student had stiches on his forehead, the safety pilot was burned badly (1st degree burns)"
The term "fatal accident" is used by the media, not in incident/accident reports.
The aircraft:
If it's a hull loss then it's an aircraft accident.
The crew members:
1. There were no fatalities, only injuries.
2. Stitches on forehead and 1st degree burns covering 5% or less of the body are not classified as serious injuries.
Ref.: ICAO Annex 13; NTSB Part 830
The term "fatal accident" is used by the media, not in incident/accident reports.
The aircraft:
If it's a hull loss then it's an aircraft accident.
The crew members:
1. There were no fatalities, only injuries.
2. Stitches on forehead and 1st degree burns covering 5% or less of the body are not classified as serious injuries.
Ref.: ICAO Annex 13; NTSB Part 830
Join Date: Dec 2006
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Reply to Alpha
"What is the point of your post? .. based on your definitions how will the ATO classify this? an accident or an incident? ... since no one died but the aircraft was a write-off how will this be treated?"
Thank you Alpha.
From the account I can see it's an aircraft accident. In an aircraft accident or incident, investigation reports list the number of fatalities (zero in this case) and injuries (two).
I am normally too busy to contribute in this forum, but what caught my attention is the term "fatal accident". I felt I ought to take time out to write something about this. I am separating the term "fatal" and "accident".
I wrote that the term "fatal accident" is used by news reporters. Now if a professional investigator used it in his report I stand corrected. We are careful about terms and check definitions.
It was my business to read accident/incident reports and investigate as well. It's not a pleasant task at all.
Good day to you gentlemen.
Thank you Alpha.
From the account I can see it's an aircraft accident. In an aircraft accident or incident, investigation reports list the number of fatalities (zero in this case) and injuries (two).
I am normally too busy to contribute in this forum, but what caught my attention is the term "fatal accident". I felt I ought to take time out to write something about this. I am separating the term "fatal" and "accident".
I wrote that the term "fatal accident" is used by news reporters. Now if a professional investigator used it in his report I stand corrected. We are careful about terms and check definitions.
It was my business to read accident/incident reports and investigate as well. It's not a pleasant task at all.
Good day to you gentlemen.
Join Date: Mar 2008
Location: Philippines
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First post here, hello everyone!
Don Vito, I like you have done lots of research on flying schools here in the country and boiled it down to Omni. I'll be starting on April 21 and plan to take the full PPL, CPL, IFR package...yep I'm excited!
With cost being a major concern for me, Omni seems to be the most reputable and I also haven't heard much negative things about them.
With regards to getting a SPL, once you have given Omni the go signal a liaison officer will accompany you to the ATO and help you out with your requirements so basically you have that area covered.
I've got glasses too but it's a non-issue since they will test your visual capacity. As long as you check out 20/20 with the glasses your good. They will require you to secure an extra set of glasses prior to testing so make sure you have one.
Don Vito, I like you have done lots of research on flying schools here in the country and boiled it down to Omni. I'll be starting on April 21 and plan to take the full PPL, CPL, IFR package...yep I'm excited!
With cost being a major concern for me, Omni seems to be the most reputable and I also haven't heard much negative things about them.With regards to getting a SPL, once you have given Omni the go signal a liaison officer will accompany you to the ATO and help you out with your requirements so basically you have that area covered.
I've got glasses too but it's a non-issue since they will test your visual capacity. As long as you check out 20/20 with the glasses your good. They will require you to secure an extra set of glasses prior to testing so make sure you have one.
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Join Date: Mar 2008
Location: Philippines
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@caloy and centurion
thanks for the info. im not very keen on taking a lasik operation for my eyes, im just not comfortable about subjecting my eyes to incisions. cost is a very important factor for me as well in determining which school i would go to and P1M is a huge amount that my family can save by going to omni instead of PAL(CIA is out of reach for me
).
anyway about the eye test, im sure im not color blind but i dont know about the depth perception test. how is it done?
thanks for the info. im not very keen on taking a lasik operation for my eyes, im just not comfortable about subjecting my eyes to incisions. cost is a very important factor for me as well in determining which school i would go to and P1M is a huge amount that my family can save by going to omni instead of PAL(CIA is out of reach for me
). anyway about the eye test, im sure im not color blind but i dont know about the depth perception test. how is it done?
Join Date: Mar 2007
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You'll look in a microscope like machine and you'll see set of letters or numbers each enclosed in a circle. You have to find which circle is floating. Technic is to refresh your eyes before looking for the next set. The liason in Omni can help you with all the details when you get your license.
Join Date: Sep 2007
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puliszaido
St. Ex
Fatal in terms of financial damages........
no one has to die for an accident to become fatal. if that happened I would have used deadly as an adjective.
Just to enlighten you regarding the terms used to officially describe air crash investigations, here are some definitions from the United States National Transportation Safety Board (NTSB) which is the basis for the 'Nall Report' published yearly:
NTSB Definitions
Accident/Incident (NTSB Part 830)
The following definitions of terms used in this report have been
extracted from NTSB Part 830 of the Federal Aviation
Regulations. It is included in most commercially available
FAR/AIM digests and should be referenced for detailed information.
Aircraft Accident
An occurrence incidental to flight in which, “as a result of the
operation of an aircraft, any person (occupant or nonoccupant)
receives fatal or serious injury or any aircraft receives substantial
damage.”
• A fatal injury is one that results in death within 30 days of
the accident.
• A serious injury is one that:
(1) Requires hospitalization for more than 48 hours, commencing
within seven days from the date the injury was received.
(2) Results in a fracture of any bone (except simple fractures of
fingers, toes, or nose).
(3) Involves lacerations that cause severe hemorrhages, nerve,
muscle, or tendon damage.
(4) Involves injury to any internal organ. Or
(5) Involves second- or third-degree burns, or any burns affecting
more than five percent of body surface.
• A minor injury is one that does not qualify as fatal or
serious.
• Destroyed means that an aircraft was demolished beyond
economical repair, i.e., substantially damaged to the extent that
it would be impracticable to rebuild it and return it to an airworthy
condition. (This may not coincide with the definition of
“total loss” for insurance purposes. Because of the variability of
insurance limits carried and such additional factors as time on
engines and propellers, and aircraft condition before an accident,
an aircraft may be “totaled” even though it is not considered
“destroyed” for NTSB accident-reporting purposes.)
• Substantial damage for accident reporting purposes does
not necessarily correlate with “substantial” in terms of financial
loss. Contrary to popular misconception, there is no dollar
value that defines “substantial” damage. Because of the high
cost of many repairs, large sums may be spent to repair damage
resulting from incidents that do not meet the NTSB definition
of substantial damage.
(1) Except as provided below, substantial damage means damage
or structural failure that adversely affects the structural
strength, performance, or flight characteristics of the aircraft,
and which would normally require major repair or replacement
of the affected part.
(2) Engine failure, damage limited to an engine, bent fairings
or cowling, dented skin, small puncture holes in the skin or fabric,
ground damage to rotor or propeller blades, damage to
landing gear, wheels, tires, flaps, engine accessories, brakes, or
wing tips are not considered “substantial damage.”
• Minor damage is any damage that does not qualify as substantial,
such as that in item (2) under substantial damage.
This is rather self explanatory and I hope this clarifies the issue for you and helps make you more knowledgeable than the local media.
Fatal in terms of financial damages........
no one has to die for an accident to become fatal. if that happened I would have used deadly as an adjective.
Just to enlighten you regarding the terms used to officially describe air crash investigations, here are some definitions from the United States National Transportation Safety Board (NTSB) which is the basis for the 'Nall Report' published yearly:
NTSB Definitions
Accident/Incident (NTSB Part 830)
The following definitions of terms used in this report have been
extracted from NTSB Part 830 of the Federal Aviation
Regulations. It is included in most commercially available
FAR/AIM digests and should be referenced for detailed information.
Aircraft Accident
An occurrence incidental to flight in which, “as a result of the
operation of an aircraft, any person (occupant or nonoccupant)
receives fatal or serious injury or any aircraft receives substantial
damage.”
• A fatal injury is one that results in death within 30 days of
the accident.
• A serious injury is one that:
(1) Requires hospitalization for more than 48 hours, commencing
within seven days from the date the injury was received.
(2) Results in a fracture of any bone (except simple fractures of
fingers, toes, or nose).
(3) Involves lacerations that cause severe hemorrhages, nerve,
muscle, or tendon damage.
(4) Involves injury to any internal organ. Or
(5) Involves second- or third-degree burns, or any burns affecting
more than five percent of body surface.
• A minor injury is one that does not qualify as fatal or
serious.
• Destroyed means that an aircraft was demolished beyond
economical repair, i.e., substantially damaged to the extent that
it would be impracticable to rebuild it and return it to an airworthy
condition. (This may not coincide with the definition of
“total loss” for insurance purposes. Because of the variability of
insurance limits carried and such additional factors as time on
engines and propellers, and aircraft condition before an accident,
an aircraft may be “totaled” even though it is not considered
“destroyed” for NTSB accident-reporting purposes.)
• Substantial damage for accident reporting purposes does
not necessarily correlate with “substantial” in terms of financial
loss. Contrary to popular misconception, there is no dollar
value that defines “substantial” damage. Because of the high
cost of many repairs, large sums may be spent to repair damage
resulting from incidents that do not meet the NTSB definition
of substantial damage.
(1) Except as provided below, substantial damage means damage
or structural failure that adversely affects the structural
strength, performance, or flight characteristics of the aircraft,
and which would normally require major repair or replacement
of the affected part.
(2) Engine failure, damage limited to an engine, bent fairings
or cowling, dented skin, small puncture holes in the skin or fabric,
ground damage to rotor or propeller blades, damage to
landing gear, wheels, tires, flaps, engine accessories, brakes, or
wing tips are not considered “substantial damage.”
• Minor damage is any damage that does not qualify as substantial,
such as that in item (2) under substantial damage.
This is rather self explanatory and I hope this clarifies the issue for you and helps make you more knowledgeable than the local media.
Thread Starter
Join Date: Mar 2008
Location: Philippines
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enough of the crash and more info on omni please.
anyway, about the spl, when you ask for help from the liason officer, does this mean that you've committed to enrolling with them? how will the liason officer help you?
anyway, about the spl, when you ask for help from the liason officer, does this mean that you've committed to enrolling with them? how will the liason officer help you?
Join Date: Jul 2006
Location: Philippines
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liaison officers merely stand in line for you so that you don't have to worry about going back and forth from place to place for requirements... all you need to do before you fly is to get on with your training and pass the NTC exams in QC for aircraft radio. just pay the applicable fees.
take note that our ATO to some extent is like applying for a driver's license with our LTO without a fixer. NTC is much more organized.
take note that our ATO to some extent is like applying for a driver's license with our LTO without a fixer. NTC is much more organized.
Join Date: Mar 2007
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You can go to ATO by yourself and go to safety division and ask for an application form and the requirements. Just be early to avoid the Indian crowd. I think NTC (radio) license is only required when you apply for PPL. Applying in advance won't hurt.