User Panel
Posted: 5/8/2011 10:25:20 PM EDT
[Last Edit: Toiyabe]
With special thanks to a555, who wrote this entire thing!
Also to Screechjet1, mcg3686, Kalahnikid, and AeroE! I've prepared this FAQ to address most of the common questions aspiring pilots ask when first discovering the aviation forum. The information in this document is to be used at your own risk and is subject to change I've never been in a small airplane, where do I go if I just want to go for a ride? Most flight schools offer introductory or "discovery" flights for between $50 and $100. Helicopter flights can be had for around $200. There are also a lot of pilots who are happy to take someone up for their first time flying. I try to fly at least 5-10 hours a month to maintain proficiency and will often take people along if they ask. What are the costs and how long does it take? Under part 61 of the Federal Aviation Regulations, your private pilot rating requires a minimum of 40 hours total time, 20 hours of dual instruction and 10 hours of solo time. The other 10 hours can be either solo or dual. There is also a "light sport" certificate that has less stringent medical and training requirements, but restricts you to carrying a single passenger, flying during the day and from flying in controlled airspace. I recommend that people go ahead and get their private pilot certificate as it realistically only requires marginally more training. Flight schools will often give you a price list drawing up the costs. These price lists are the most optimistic from a cost perspective and frequently omit other costs, such as examination fees. I always tell people to expect to pay $10,000 and to never let the flight school or your instructor know that's your budget. Some schools offer package deals to encourage students to pay up front. NEVER do this with an unfamiliar flight school. I would occasionally buy block time when I was working on my instrument rating, but I had gotten my private pilot rating from that school, was flying up to 8 hours a day and would buy time before going up. Flight schools are frequently financially unstable and are often sold or go out of business. The average time most people have in the US when they get their private pilot certificate is 55 hours. Though I don't have statistics on the amount of solo time, I would most certainly think that it would be closer to 45 hours of dual and 10 hours of solo time. You also have the expense of your check ride at ~$450 and your FAA written exam at $150. You can expect some of your instructional time to be on the ground, so while you have solo time in the airplane, you will also have some dedicated instruction on the ground. A realistic sample breakdown of cost: Airplane rental (with fuel): $120/hr Instructor time: $45/hr Airplane rental * 55 hours: $6600 Instructor * 50 hours: $2250 Headset: $150 Medical exam: $100 Books/materials: $250 FAA written exam: $150 FAA Check Ride: $450 –– Total: $9950 How do I find and select a flight school and instructor? I haven't yet found a good, comprehensive directory of flight schools, but the following two sites seem to have some information: http://www.airnav.com/ –– Use this to locate the airports in your area. Click the "Airports" tab and then enter your city. Flight schools also frequently operate as the FBO. Scroll near the bottom of your selected airport's listing and there may be listings under the heading labeled "FBO, Fuel Providers, and Aircraft Ground Support" http://www.flightaware.com/ –– Enter your city on the left to select your airport (the search isn't as good as airnav's) and click the "FBOs" tab after selecting your airport. Good instruction saves time, money and lives. I always recommend that people find a school that offers a part 141 program, but to do their training under part 61. A part 141 program has a slight reduction in minimum time required to take your check ride, but requires a strict sequence of training. This sequence can be a hindrance since your skills or weather may make it advantageous to focus on other things in your training. The advantage in a school that offers a 141 training program is that the flight school, its instructors and airplanes have to meet more stringent requirements from the FAA in order to offer training. You will often find better qualified instructors and better equipment at these schools. If you're flying a sketchy old Cessna 152 with an instructor that seems like he (or she) doesn't know what they're doing, you may find yourself losing all that money you think you're saving. While there are a lot of differing opinions on trainers, with the Cessna 172 and Piper Cherokees having a solid track record as trainers, I'm partial to the Diamond DA20 as my trainer of choice. Usually you can fly one for less than a new 172; they're fast (for a 2-seat trainer), efficient and I've only heard of one fatal accident in the airframe; and that one involved high-tension powerlines. Another thing to consider are the airport facilities. An airport with two or three runways at different angles will give you more days to practice your first landings, but don't rule out an airport with only one as there are often others close by you can fly to and work on your landings. The amount of operations running out of the airport are also a factor and can cause the price of your training to skyrocket. RDU has flight schools operating out of it, but you can expect to spend a few minutes on the ground waiting for clearance, possibly waiting in a queue of 737s waiting to take off and then having to fly 20 miles or so to get to a practice area. Not only can you waste 7/10ths of an hour of instructional and airplane time getting in and out, you may likely be fatigued by the time you get to the learning part of your flight. The interaction on the ground and departure with ATC, while working on the basics of flying, can really wear you out as a student pilot. Why are people flight instructors? Most instructors, especially younger ones, are working as flight instructors to build experience to become airline pilots. Often they only get paid when they're charging for instruction. If they're training you, they get paid to fly instead of paying upwards of $100/hr to fly the plane; keep this in mind. An instructor with few students is often available, but also may try to milk their students for a little more time. Most instructors are trying to obtain 1500 hours however they can. Ideally your instructor will have at least 2000 hours and your school will have more than one instructor with that amount of experience. You should get along well with your instructor. A good instructor should be able to let you spend most of the time at the controls and should only need to touch them to demonstrate maneuvers. Learning should be progressive. If you find yourself unable to grasp a concept, the school should let you fly with another instructor. The school that I attended for my primary and instrument rating insisted that, after completing a section of training, that you fly with another instructor to verify that your training was sufficient to fly solo or cross-country. Those were the flights where training deficiencies were caught. |
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RIP riflecop-624, you were a good soldier, a just cop, a true patriot, and a man of your word. I am honored that I was your friend, and your brother-in-arms.
4-21-11 |
[#1]
From SharpCharge:
Start with these for basics, then what ever program your flight school uses.
http://www.sportys.com/PilotShop/product/9923 http://www.sportys.com/PilotShop/product/9909 |
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RIP riflecop-624, you were a good soldier, a just cop, a true patriot, and a man of your word. I am honored that I was your friend, and your brother-in-arms.
4-21-11 |
[#2]
From danpass:
Here is the general FAA section LINK which contains a PDF and online version of the first link quoted above http://www.faa.gov/library/manuals/aviation/pilot_handbook/ as well as many others that will eventually be mentioned.
Having said that I like having a hard copy that I can make notes in, etc. Another good one is http://www.amazon.com/Private-Pilot-Manual-Jeppesen/dp/088487429X/ref=sr_1_2?s=books&ie=UTF8&qid=1303071686&sr=1-2 |
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RIP riflecop-624, you were a good soldier, a just cop, a true patriot, and a man of your word. I am honored that I was your friend, and your brother-in-arms.
4-21-11 |
[#3]
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[#6]
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[#7]
From esa17:
Aeronautical Knowledge Requirements (Ground Training)
Applicable Federal Aviation Regulations that relate to private pilot privileges, limitations, and flight operations (PART 61 & 91). Accident reporting requirements of the National Transportation Safety Board (NTSB 830) Use of the applicable portions of the "Aeronautical Information Manual" and FAA advisory circulars Use of aeronautical charts for VFR navigation using pilotage, dead reckoning, and navigation systems Radio communication procedures Recognition of critical weather situations from the ground and in flight, windshear avoidance, and the procurement and use of aeronautical weather reports and forecasts Safe and efficient operation of aircraft, including collision avoidance, and recognition and avoidance of wake turbulence; Effects of density altitude on takeoff and climb performance; Weight and balance computations Principles of aerodynamics, powerplants, and aircraft systems; Stall awareness, spin entry, spins, and spin recovery techniques Aeronautical decision making and judgment Preflight action that includes, how to obtain information on runway lengths at airports of intended use, data on takeoff and landing distances, weather reports and forecasts, fuel requirements and how to plan for alternatives if the planned flight cannot be completed or delays are encountered. Flight Training Requirements Preflight preparation Preflight procedures Airport operations (towered and non-towered) Takeoffs, landings, and go-arounds Performance maneuvers (steep turns) Ground reference maneuvers (turns around a point, s-turns, rectangular pattern) Navigation Slow flight (1.2 VSO) and stalls (power on and off) Basic instrument maneuvers Emergency operations Night operations Postflight procedures Aeronautical Experience 40 hours total flight time 20 hours of dual training 10 hours of solo flight 3 hours of dual cross-country flight training 3 hours of dual night flight training One night dual cross-country flight of over 100 nautical miles total distance 10 night takeoffs and 10 night landings to a full stop with each landing involving a flight in the traffic pattern at an airport. 3 hours of flight training on the control and maneuvering of an airplane solely by reference to instruments, including straight and level flight, constant airspeed climbs and descents, turns to a heading, recovery from unusual flight attitudes, radio communications and the use of navigation systems/facilities and radar services appropriate to instrument flight; 3 hours of flight training in preparation for the practical test, which must have been performed within 60 days preceding the date of the test At least 5 hours of solo cross-country flight One solo cross-country flight of at least 150 nautical miles total distance, with full-stop landings at a minimum of three points, and one segment of the flight consisting of a straight-line distance of at least 50 nautical miles between the takeoff and landing locations. Three solo takeoffs and three landings to a full stop with each landing involving a flight in the traffic pattern at an airport with an operating control tower. |
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RIP riflecop-624, you were a good soldier, a just cop, a true patriot, and a man of your word. I am honored that I was your friend, and your brother-in-arms.
4-21-11 |
expressing my anguish THROUGH THE MAJESTY OF SONG
USA
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[Last Edit: Screechjet1]
[#8]
As a CFI, CFII, and MEI, please, pretty please with sugar on top, read ahead of every flight. Your CFI should brief every flight, and debrief every flight. Be a good student and have the aircraft pre-flighted for your instructor. Thanks. It shows you care.
.Mil students are great for this. Chair flying (pretend flying in chairs in a quiet room) esp. for procedural hops, especially in crew served aircraft is invaluable. The Snowbirds and Blue Angels chair-fly their routines. The brief should cover the flight's events, with a discussion of the nuts and bolts of each evolution "At 5000 feet, you will slow to Va, do a set of clearing turn and then commence a clean stall with the aircraft at idle power. At first sign of developed stall, recover the aircraft with minimum altitude loss while maintaining or recovering to assigned heading." The debrief should cover what was learned, things that went poorly/well, and a preview to what is going to happen next. This should give you a clue of what to read. You should know the memory emergency procedures and limitations for your aircraft. Cold, from memory. Period. Its not difficult. Check rides are won or lost, much of the time, in the first five minutes in the oral, the first five minutes in the taxi and the first five minutes in the airwork. The first questions on the oral are usually either very basic general aviation or aircraft knowledge. Answer clearly, confidently and without hesitation. The first five minutes in the taxi will demonstrate your general confidence in the aircraft and aircraft control. The first airwork manuver, on just about every FW check ride is a set of steep turns. Do steep turns well and you've demonstrated to the examiner aircraft control and confidence. A checkride's outcome should never be in doubt. Don't be cocky, but be confident of your knowledge, skills, and abilities. If you don't know, answer "I don't know." You generally get one or two of those in an oral. Don't abuse them, but don't lie. Sometimes, examiners will ask questions specifically outside of your required oral knowledge base just to test your CFI. Your checkrides are a reflection on your CFI as much as you. |
"You must never confuse faith that you will prevail in the end—which you can never afford to lose—with the discipline to confront the most brutal facts of your current reality, whatever they might be." VADM James Stockdale, USN
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[#9]
Originally Posted By Screechjet1:
As a CFI, CFII, and MEI, please, pretty please with sugar on top, read ahead of every flight. Your CFI should brief every flight, and debrief every flight. Be a good student and have the aircraft pre-flighted for your instructor. Thanks. It shows you care. .Mil students are great for this. Chair flying (pretend flying in chairs in a quiet room) esp. for procedural hops, especially in crew served aircraft is invaluable. The Snowbirds and Blue Angels chair-fly their routines. The brief should cover the flight's events, with a discussion of the nuts and bolts of each evolution "At 5000 feet, you will slow to Va, do a set of clearing turn and then commence a clean stall with the aircraft at idle power. At first sign of developed stall, recover the aircraft with minimum altitude loss while maintaining or recovering to assigned heading." The debrief should cover what was learned, things that went poorly/well, and a preview to what is going to happen next. This should give you a clue of what to read. You should know the memory emergency procedures and limitations for your aircraft. Cold, from memory. Period. Its not difficult. Check rides are won or lost, much of the time, in the first five minutes in the oral, the first five minutes in the taxi and the first five minutes in the airwork. The first questions on the oral are usually either very basic general aviation or aircraft knowledge. Answer clearly, confidently and without hesitation. The first five minutes in the taxi will demonstrate your general confidence in the aircraft and aircraft control. The first airwork manuver, on just about every FW check ride is a set of steep turns. Do steep turns well and you've demonstrated to the examiner aircraft control and confidence. A checkride's outcome should never be in doubt. Don't be cocky, but be confident of your knowledge, skills, and abilities. If you don't know, answer "I don't know." You generally get one or two of those in an oral. Don't abuse them, but don't lie. Sometimes, examiners will ask questions specifically outside of your required oral knowledge base just to test your CFI. Your checkrides are a reflection on your CFI as much as you. Truer words have never been spoken. Trying to BS an examiner is asking for a pink slip, don't try it. There are NO original mistakes in flight instruction. |
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[#10]
Originally Posted By Screechjet1: As a CFI, CFII, and MEI, please, pretty please with sugar on top, read ahead of every flight. Your CFI should brief every flight, and debrief every flight. Be a good student and have the aircraft pre-flighted for your instructor. Thanks. It shows you care. .Mil students are great for this. Chair flying (pretend flying in chairs in a quiet room) esp. for procedural hops, especially in crew served aircraft is invaluable. The Snowbirds and Blue Angels chair-fly their routines. The brief should cover the flight's events, with a discussion of the nuts and bolts of each evolution "At 5000 feet, you will slow to Va, do a set of clearing turn and then commence a clean stall with the aircraft at idle power. At first sign of developed stall, recover the aircraft with minimum altitude loss while maintaining or recovering to assigned heading." The debrief should cover what was learned, things that went poorly/well, and a preview to what is going to happen next. This should give you a clue of what to read. You should know the memory emergency procedures and limitations for your aircraft. Cold, from memory. Period. Its not difficult. Check rides are won or lost, much of the time, in the first five minutes in the oral, the first five minutes in the taxi and the first five minutes in the airwork. The first questions on the oral are usually either very basic general aviation or aircraft knowledge. Answer clearly, confidently and without hesitation. The first five minutes in the taxi will demonstrate your general confidence in the aircraft and aircraft control. The first airwork manuver, on just about every FW check ride is a set of steep turns. Do steep turns well and you've demonstrated to the examiner aircraft control and confidence. A checkride's outcome should never be in doubt. Don't be cocky, but be confident of your knowledge, skills, and abilities. If you don't know, answer "I don't know." You generally get one or two of those in an oral. Don't abuse them, but don't lie. Sometimes, examiners will ask questions specifically outside of your required oral knowledge base just to test your CFI. Your checkrides are a reflection on your CFI as much as you. Not only that, but a student that studies and is well prepared will spend less money in getting his license. Excellent post screech... |
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[#11]
Originally Posted By Screechjet1: As a CFI, CFII, and MEI, please, pretty please with sugar on top, read ahead of every flight. Your CFI should brief every flight, and debrief every flight. Be a good student and have the aircraft pre-flighted for your instructor. Thanks. It shows you care. .Mil students are great for this. Chair flying (pretend flying in chairs in a quiet room) esp. for procedural hops, especially in crew served aircraft is invaluable. The Snowbirds and Blue Angels chair-fly their routines. The brief should cover the flight's events, with a discussion of the nuts and bolts of each evolution "At 5000 feet, you will slow to Va, do a set of clearing turn and then commence a clean stall with the aircraft at idle power. At first sign of developed stall, recover the aircraft with minimum altitude loss while maintaining or recovering to assigned heading." The debrief should cover what was learned, things that went poorly/well, and a preview to what is going to happen next. This should give you a clue of what to read. You should know the memory emergency procedures and limitations for your aircraft. Cold, from memory. Period. Its not difficult. Check rides are won or lost, much of the time, in the first five minutes in the oral, the first five minutes in the taxi and the first five minutes in the airwork. The first questions on the oral are usually either very basic general aviation or aircraft knowledge. Answer clearly, confidently and without hesitation. The first five minutes in the taxi will demonstrate your general confidence in the aircraft and aircraft control. The first airwork manuver, on just about every FW check ride is a set of steep turns. Do steep turns well and you've demonstrated to the examiner aircraft control and confidence. A checkride's outcome should never be in doubt. Don't be cocky, but be confident of your knowledge, skills, and abilities. If you don't know, answer "I don't know." You generally get one or two of those in an oral. Don't abuse them, but don't lie. Sometimes, examiners will ask questions specifically outside of your required oral knowledge base just to test your CFI. Your checkrides are a reflection on your CFI as much as you. Going to have to disagree on the bold portion. All too often the CFI is the one that doesn't give two shits, he is building time and getting paid. If the student didn't care he wouldn't be coughing over $130 an hour to be there. |
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Originally Posted By Aimless: Who cares what she thinks? My cat thinks licking his asshole is fun, he's obviously not too bright so I'm not too concerned about what his opinion on gun control is. |
expressing my anguish THROUGH THE MAJESTY OF SONG
USA
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[#12]
Originally Posted By SuperSixOne:
Going to have to disagree on the bold portion. All too often the CFI is the one that doesn't give two shits, he is building time and getting paid. If the student didn't care he wouldn't be coughing over $130 an hour to be there. I was a time building instructor, and I never had a student fail a multi- or instrument checkride, which was the majority of my dual given. I saw the "career" flight instructors teach patently wrong or out-of-date material, because "that's how its always been done." Many students frankly don't give a shit, or have unrealistic expectations, or find out learning to fly is a really expensive hobby compared to golf. Many are love with the idea of being a pilot, and think its like driving, or the CFI can pry their head open and pour the knowledge in. Interview your instructor. Get a feeling of his teaching style. I personally am against the idea of using only one instructor for any given stage of training, even if its just another instructor doing a mock checkride at the end. Even if you're doing this as a hobby, its a hobby that's killed a bunch of people deader than Julius Caesar because they didn't take it seriously or approach it professionally. Part of the professional side is learning how to learn in the cockpit from a variety of teaching styles. Even the weakest people I've flown with taught me something. |
"You must never confuse faith that you will prevail in the end—which you can never afford to lose—with the discipline to confront the most brutal facts of your current reality, whatever they might be." VADM James Stockdale, USN
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[#13]
For those who need a Radio license for flying.
Step by Step Instructions to Obtaining Your FCC Radio Telephone License, I copied and pasted off of a post in Jet careers. cost is $60 and was a pain to fill out but only need to do it once. Step 1 – Go to www.fcc.gov website and on the left hand side, in the yellow box area, click on the Forms link Step 2 – Scroll down the page ¾ of the way and you will see (Quick-Form Application for Authorization in the Ship, Aircraft, Amateur, Restricted and Commercial Operator, and General Mobile Radio Services) form 605. Click on Electronic Filing link. Step 3 – On the next page you will click on the second link, being Online Filing Step 4 – The following page ask for you FRN and pin. If you have one enter it here, if not click on the link Need and FRN? Register with the FCC. Step 5 – Highlight the Register now circle and then click continue Step 6 – You will be registering as an individual and check the appropriate response to the address with in the U.S. question. Step 7 – Enter your appropriate information in the following page Step 8 – The next page your FRN number will be displayed. Write this down or print for future reference. Click the back button four times or go to the FCC home page and using steps 1 through 3 to return to the page that ask for your FRN number. Enter your number here along with your password you submitted in the previous steps. Step 9 – The following page will have an option to Apply for a new license. Click here. Step 10 – This will take you to a page on which you must select the radio service for which you will be applying. Scroll down the list until you reach ( RR-Recruited Operator ) <edit to add: believe that is "Restricted", not "Recruited">. Continue Step 11 – On the Applicant Questions page leave everything as is. It should say Regular on type and No you’re not exempt from application fees or license fees. Continue Step 12 – Address located outside the U.S. check appropriate field. Continue. Step 13 – Fill out your information for you license on this page. Continue Step 14 – Click that you are eligible for employment in the U.S. Continue Step 15 – Check that all your information is accurate and then continue. Step 16 – Agree to all the above statements then Continue. Step 17 – Give your electronic signature by filling in the boxes. Continue Step 18 – Print your application and continue to Form 159 Step 19 – Fill in your FRN number and password and Continue Step 20 – On form 159 you can either pay credit card or if you select to view form 159 you can mail in a payment. Select your choice and proceed. Step 21 – The following page you will be able to print form 159 after your credit card has been approved. This is the completion of you FCC Radio Telephone Operators Permit Application. You should receive you license in the mail with in 2 to 3 weeks |
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[#14]
I had the pleasure of demonstrating spin recovery on my Private checkride back in 98 even though they weren't required. I did extremely well on the whole checkride and he asked if I knew how to do it. Being that I had an excellent CFI, I was proficient in the maneuver. I really treasure the instruction that I got that was above and beyond FAA requirements.
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[#15]
For those wanting to be pilots don't let the company pay for you to come out for the second interview if you can't afford to take the job and it's associated paycut.
Dang I hate that. |
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[#16]
Originally Posted By Toiyabe:
There is also a "light sport" certificate that has less stringent medical and training requirements, but restricts you to carrying a single passenger, flying during the day and from flying in controlled airspace. I recommend that people go ahead and get their private pilot certificate as it realistically only requires marginally more training. One thing I've found is that it's pretty common for people who hold a PPL to speak condescendingly and disparagingly of the Sport Pilot License ("light sport" is the class of aircraft, Sport Pilot is the license). A coworker goes off on that rant when Sport Pilot comes up in a conversation. He goes on about how we're going to see inadequately trained quasi-pilots falling out of the sky and killing themselves. He speaks out his ass. An advantage of the Sport Pilot license is that the cost is roughly half of a PPL. Considering about $8,000 for a PPL and $4,000 for the Sport Pilot rating, it's a good way to get a running start, and your time & experience can go toward eventually upgrading to a PPL. A Sport Pilot is limited to an airplane of relatively modest performance, one passenger, and daylight VFR conditions. (There are more details on the bioundaries, but those are the main points). If you don't need to go Warp 6, are content to carry one passenger (like me taking my wife or a friend up), and aren't interested in flying in crappy weather, there is nothing wrong with the Sport Pilot license. It makes perfect sense for the person who has a desire to fly, but is limited by resources. General aviation was in a serious decline due to the costs of getting a PPL. The Sport Pilot license is reinvigorating GA, bringing in many new aircraft manufacturers in addition to new pilots. Just my 2 cents. |
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"I yelled "HEY!! W.T.F!!!?? as I pointed my M-OU812 urban ass-salt axe handle menacingly at him, just daring him to come take my gummy bears!"
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[#17]
Don't be afraid to fire your CFI. The opinion you form about him or her in the first five minutes is valid. It's your money, time, and instruction.
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[#18]
Originally Posted By RC12XPilot:
Don't be afraid to fire your CFI. The opinion you form about him or her in the first five minutes is valid. It's your money, time, and instruction. ...and don't be afraid to tell him YOUR expectations for each training flight. You should have some kind of goal or expectation for each and every training flight you undertake. While the CFI is pilot-in-command during initial training (private pilot), YOU are the boss- YOU decide whether the lesson continues or not- no one else. I fired a CFI in the air once. I told him that the lesson was over and as of the time on the tach he was fired and would not be paid a red cent beyond that time. He thought that being a wannabe DI in the air was the way to do business and me firing him was his wake-up call. Never accept a CFI that yells or is abusive in any way, whether on the ground or in the cockpit. A lot of the old-timers are that way and the CFI's they trained follow the same mold. It's unprofessional and you don't have to put up with it. |
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If you voted for obama in 2008 to prove you weren't a racist, vote for someone else in 2012 to prove you're not an idiot.
Home in Florida, Work in Alaska- Who sez there ain't a God? USMC 1977-1987 |
[#19]
I found the Gleim audio PPL review very helpful in prepping for my written exam. I scored 93%. I listened to these daily driving into work. While some of the review needs access to charts and tables a lot of it can be used audio only. For around $60 it's a lot of good information, presented in a style that fosters retention.
Gleim Private Pilot Audio Course Link |
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There are many like it, but this one is mine.
"Leaders love to point." - C. Hathcock |
[#20]
Originally Posted By Brohawk:
Originally Posted By Toiyabe:
There is also a "light sport" certificate that has less stringent medical and training requirements, but restricts you to carrying a single passenger, flying during the day and from flying in controlled airspace. I recommend that people go ahead and get their private pilot certificate as it realistically only requires marginally more training. One thing I've found is that it's pretty common for people who hold a PPL to speak condescendingly and disparagingly of the Sport Pilot License ("light sport" is the class of aircraft, Sport Pilot is the license). A coworker goes off on that rant when Sport Pilot comes up in a conversation. He goes on about how we're going to see inadequately trained quasi-pilots falling out of the sky and killing themselves. He speaks out his ass. An advantage of the Sport Pilot license is that the cost is roughly half of a PPL. Considering about $8,000 for a PPL and $4,000 for the Sport Pilot rating, it's a good way to get a running start, and your time & experience can go toward eventually upgrading to a PPL. A Sport Pilot is limited to an airplane of relatively modest performance, one passenger, and daylight VFR conditions. (There are more details on the bioundaries, but those are the main points). If you don't need to go Warp 6, are content to carry one passenger (like me taking my wife or a friend up), and aren't interested in flying in crappy weather, there is nothing wrong with the Sport Pilot license. It makes perfect sense for the person who has a desire to fly, but is limited by resources. General aviation was in a serious decline due to the costs of getting a PPL. The Sport Pilot license is reinvigorating GA, bringing in many new aircraft manufacturers in addition to new pilots. Just my 2 cents. Does the Sport Pilot license also apply to helicopters? I just started my lessons and the goal has always been to build an experimental.. |
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Never make another person a priority when they merely see you as an option...
"Some People Are Like Slinkies. They're Not Really Good For Anything, But They Bring a Smile To Your Face When Pushed Down The Stairs." |
[#21]
Is there any real utility beyond the obvious* to this book? I ask here instead of the book thread since it relates to pilot training.
http://www.amazon.com/You-Can-Afford-To-Pilot/dp/1456408151/ref=pd_sim_b_78 * from the reviews it seems that the author talks about the sport pilot license being cheaper .......... well of course ....... it is fewer hours. |
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[#22]
No, just do a little bit of research... talk to a few instructors and decide what your goals are and go from there.
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[#23]
It took me a while to figure this out but, in a check ride answer only the question asked... if the examiner will ask follow up questions if he/she wants more info.
they love when you dig your own hole... especially in that first regional airline check ride. "what does it mean when this light comes on... Well it could mean this or this or... Really tell me about that..." Boy I've dug a few of those holes in my day!!! |
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[#25]
Originally Posted By mcg3686: For those who need a Radio license for flying. Step by Step Instructions to Obtaining Your FCC Radio Telephone License, I copied and pasted off of a post in Jet careers. cost is $60 and was a pain to fill out but only need to do it once. Step 1 – Go to www.fcc.gov website and on the left hand side, in the yellow box area, click on the Forms link Step 2 – Scroll down the page ¾ of the way and you will see (Quick-Form Application for Authorization in the Ship, Aircraft, Amateur, Restricted and Commercial Operator, and General Mobile Radio Services) form 605. Click on Electronic Filing link. Step 3 – On the next page you will click on the second link, being Online Filing Step 4 – The following page ask for you FRN and pin. If you have one enter it here, if not click on the link Need and FRN? Register with the FCC. Step 5 – Highlight the Register now circle and then click continue Step 6 – You will be registering as an individual and check the appropriate response to the address with in the U.S. question. Step 7 – Enter your appropriate information in the following page Step 8 – The next page your FRN number will be displayed. Write this down or print for future reference. Click the back button four times or go to the FCC home page and using steps 1 through 3 to return to the page that ask for your FRN number. Enter your number here along with your password you submitted in the previous steps. Step 9 – The following page will have an option to Apply for a new license. Click here. Step 10 – This will take you to a page on which you must select the radio service for which you will be applying. Scroll down the list until you reach ( RR-Recruited Operator ) <edit to add: believe that is "Restricted", not "Recruited">. Continue Step 11 – On the Applicant Questions page leave everything as is. It should say Regular on type and No you’re not exempt from application fees or license fees. Continue Step 12 – Address located outside the U.S. check appropriate field. Continue. Step 13 – Fill out your information for you license on this page. Continue Step 14 – Click that you are eligible for employment in the U.S. Continue Step 15 – Check that all your information is accurate and then continue. Step 16 – Agree to all the above statements then Continue. Step 17 – Give your electronic signature by filling in the boxes. Continue Step 18 – Print your application and continue to Form 159 Step 19 – Fill in your FRN number and password and Continue Step 20 – On form 159 you can either pay credit card or if you select to view form 159 you can mail in a payment. Select your choice and proceed. Step 21 – The following page you will be able to print form 159 after your credit card has been approved. This is the completion of you FCC Radio Telephone Operators Permit Application. You should receive you license in the mail with in 2 to 3 weeks I just tried this. It looks different now. They say an aviation license is not required, and it is $160. |
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[#26]
The aviation license is for the airplane if I'm not mistaken.
If you want to fly for an airline or fly OCONUS in an N-numbered aircraft you will need a FCC permit. |
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[#27]
Originally Posted By esa17:
For those wanting to be pilots don't let the company pay for you to come out for the second interview if you can't afford to take the job and it's associated paycut. Dang I hate that. Don't pay crappy wages? |
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[#28]
Originally Posted By Rotorhead84:
Originally Posted By esa17:
For those wanting to be pilots don't let the company pay for you to come out for the second interview if you can't afford to take the job and it's associated paycut. Dang I hate that. Don't pay crappy wages? I'm not the employer. My personal scruples won't allow me to fly on someone else's dime when I know I won't be taking the job. |
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[#29]
Originally Posted By Brohawk:
One thing I've found is that it's pretty common for people who hold a PPL to speak condescendingly and disparagingly of the Sport Pilot License ("light sport" is the class of aircraft, Sport Pilot is the license). A coworker goes off on that rant when Sport Pilot comes up in a conversation. He goes on about how we're going to see inadequately trained quasi-pilots falling out of the sky and killing themselves. He speaks out his ass. An advantage of the Sport Pilot license is that the cost is roughly half of a PPL. Considering about $8,000 for a PPL and $4,000 for the Sport Pilot rating, it's a good way to get a running start, and your time & experience can go toward eventually upgrading to a PPL. A Sport Pilot is limited to an airplane of relatively modest performance, one passenger, and daylight VFR conditions. (There are more details on the bioundaries, but those are the main points). If you don't need to go Warp 6, are content to carry one passenger (like me taking my wife or a friend up), and aren't interested in flying in crappy weather, there is nothing wrong with the Sport Pilot license. It makes perfect sense for the person who has a desire to fly, but is limited by resources. General aviation was in a serious decline due to the costs of getting a PPL. The Sport Pilot license is reinvigorating GA, bringing in many new aircraft manufacturers in addition to new pilots. Just my 2 cents. View Quote View All Quotes View All Quotes Originally Posted By Brohawk:
Originally Posted By Toiyabe:
There is also a "light sport" certificate that has less stringent medical and training requirements, but restricts you to carrying a single passenger, flying during the day and from flying in controlled airspace. I recommend that people go ahead and get their private pilot certificate as it realistically only requires marginally more training. One thing I've found is that it's pretty common for people who hold a PPL to speak condescendingly and disparagingly of the Sport Pilot License ("light sport" is the class of aircraft, Sport Pilot is the license). A coworker goes off on that rant when Sport Pilot comes up in a conversation. He goes on about how we're going to see inadequately trained quasi-pilots falling out of the sky and killing themselves. He speaks out his ass. An advantage of the Sport Pilot license is that the cost is roughly half of a PPL. Considering about $8,000 for a PPL and $4,000 for the Sport Pilot rating, it's a good way to get a running start, and your time & experience can go toward eventually upgrading to a PPL. A Sport Pilot is limited to an airplane of relatively modest performance, one passenger, and daylight VFR conditions. (There are more details on the bioundaries, but those are the main points). If you don't need to go Warp 6, are content to carry one passenger (like me taking my wife or a friend up), and aren't interested in flying in crappy weather, there is nothing wrong with the Sport Pilot license. It makes perfect sense for the person who has a desire to fly, but is limited by resources. General aviation was in a serious decline due to the costs of getting a PPL. The Sport Pilot license is reinvigorating GA, bringing in many new aircraft manufacturers in addition to new pilots. Just my 2 cents. I find this funny because in the circle of family and professionals I'm around, we do the same with PPL's. lol It's not all, but a large portion that fly out of uncontrolled fields seem to do whatever they want in the pattern and without using the radio. I can't stand going into those airports. |
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[Last Edit: esa17]
[#30]
On guard...
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[#31]
Any .mil used VA benefits to pay for flight training?
I'm finishing up my masters and have a few months left over, and wonder how it works. |
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[#32]
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[#33]
Originally Posted By ARAMP1:
Reviving the thread because I'm interested to know too. View Quote View All Quotes View All Quotes Originally Posted By ARAMP1:
Originally Posted By EthanCW2:
Any .mil used VA benefits to pay for flight training? I'm finishing up my masters and have a few months left over, and wonder how it works. Reviving the thread because I'm interested to know too. Yes I did 2010-2012 ish Basic rules: Post 9/11 pays for nearly all of your flight training, the catch is you have to go thru an "institute of higher learning" meaning a college. There is a good list on AOPA http://flighttraining.aopa.org/learntofly/school/aviation_colleges/ This also pays you a housing allowance depending upon how you attend, online vs in class and half vs full time and books for flying go over the 1000 per year they pay you. The Montgomery GI bill pays for a percent of your flight training, 80% I think. You are still looking at a good chunk of out of pocket expense. Are you planning on just a private rating or more ratings than that? There are a few other tricks and got ya's with using it for flight training, if you can be more specific as to what you plan on getting out of it and your goals I can give you a better idea. Also if you are going to run out and are planning on making money flying you can use voc rehab if you have a disability rating, this is case by case basis as well. I will keep an eye on this thread and answer any questions, I may start a thread of GI bill flight training thread if there is enough demand for it. Using the GI bill for school and flight training I have my AAS and BS from Portland CC and ERAU along with all my ratings. CFI/Jump pilot/fire spotter/135 Cargo and now 121 regional for work. |
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[#34]
Originally Posted By mcg3686:
Yes I did 2010-2012 ish Basic rules: Post 9/11 pays for nearly all of your flight training, the catch is you have to go thru an "institute of higher learning" meaning a college. There is a good list on AOPA http://flighttraining.aopa.org/learntofly/school/aviation_colleges/ This also pays you a housing allowance depending upon how you attend, online vs in class and half vs full time and books for flying go over the 1000 per year they pay you. The Montgomery GI bill pays for a percent of your flight training, 80% I think. You are still looking at a good chunk of out of pocket expense. Are you planning on just a private rating or more ratings than that? There are a few other tricks and got ya's with using it for flight training, if you can be more specific as to what you plan on getting out of it and your goals I can give you a better idea. Also if you are going to run out and are planning on making money flying you can use voc rehab if you have a disability rating, this is case by case basis as well. I will keep an eye on this thread and answer any questions, I may start a thread of GI bill flight training thread if there is enough demand for it. Using the GI bill for school and flight training I have my AAS and BS from Portland CC and ERAU along with all my ratings. CFI/Jump pilot/fire spotter/135 Cargo and now 121 regional for work. View Quote View All Quotes View All Quotes Originally Posted By mcg3686:
Originally Posted By ARAMP1:
Originally Posted By EthanCW2:
Any .mil used VA benefits to pay for flight training? I'm finishing up my masters and have a few months left over, and wonder how it works. Reviving the thread because I'm interested to know too. Yes I did 2010-2012 ish Basic rules: Post 9/11 pays for nearly all of your flight training, the catch is you have to go thru an "institute of higher learning" meaning a college. There is a good list on AOPA http://flighttraining.aopa.org/learntofly/school/aviation_colleges/ This also pays you a housing allowance depending upon how you attend, online vs in class and half vs full time and books for flying go over the 1000 per year they pay you. The Montgomery GI bill pays for a percent of your flight training, 80% I think. You are still looking at a good chunk of out of pocket expense. Are you planning on just a private rating or more ratings than that? There are a few other tricks and got ya's with using it for flight training, if you can be more specific as to what you plan on getting out of it and your goals I can give you a better idea. Also if you are going to run out and are planning on making money flying you can use voc rehab if you have a disability rating, this is case by case basis as well. I will keep an eye on this thread and answer any questions, I may start a thread of GI bill flight training thread if there is enough demand for it. Using the GI bill for school and flight training I have my AAS and BS from Portland CC and ERAU along with all my ratings. CFI/Jump pilot/fire spotter/135 Cargo and now 121 regional for work. Awesome info! I didn't even think to thick the AOPA website. I was originally planning on going to med school after separating from active duty, so I never transferred my Post 9/11 GI Bill to my kids. Now that I'm out and decided on going a totally different direction (at the dismay of my favorite organic chemistry professor), I figure I should probably use the GI Bill for something. I was thinking about getting a single or multi seaplane rating or helicopter private. I've also thought about pursuing a type rating in an interesting airplane like a DC3 or Constilation. The helo rating would probably be the most practical for me. I started it a LONG time ago. The problem was, helo instruction wasn't offered at my home airport, so I would rent a 172, fly about an hour to the closest place that had helo instruction, fly my hour lesson in an R22, then fly back home in the 172. As you can imagine, this is one of the most expensive ways to get helicopter time and I never finished. |
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[#35]
Originally Posted By ARAMP1:
Awesome info! I didn't even think to thick the AOPA website. I was originally planning on going to med school after separating from active duty, so I never transferred my Post 9/11 GI Bill to my kids. Now that I'm out and decided on going a totally different direction (at the dismay of my favorite organic chemistry professor), I figure I should probably use the GI Bill for something. I was thinking about getting a single or multi seaplane rating or helicopter private. I've also thought about pursuing a type rating in an interesting airplane like a DC3 or Constilation. The helo rating would probably be the most practical for me. I started it a LONG time ago. The problem was, helo instruction wasn't offered at my home airport, so I would rent a 172, fly about an hour to the closest place that had helo instruction, fly my hour lesson in an R22, then fly back home in the 172. As you can imagine, this is one of the most expensive ways to get helicopter time and I never finished. View Quote View All Quotes View All Quotes Originally Posted By ARAMP1:
Originally Posted By mcg3686:
Originally Posted By ARAMP1:
Originally Posted By EthanCW2:
Any .mil used VA benefits to pay for flight training? I'm finishing up my masters and have a few months left over, and wonder how it works. Reviving the thread because I'm interested to know too. Yes I did 2010-2012 ish Basic rules: Post 9/11 pays for nearly all of your flight training, the catch is you have to go thru an "institute of higher learning" meaning a college. There is a good list on AOPA http://flighttraining.aopa.org/learntofly/school/aviation_colleges/ This also pays you a housing allowance depending upon how you attend, online vs in class and half vs full time and books for flying go over the 1000 per year they pay you. The Montgomery GI bill pays for a percent of your flight training, 80% I think. You are still looking at a good chunk of out of pocket expense. Are you planning on just a private rating or more ratings than that? There are a few other tricks and got ya's with using it for flight training, if you can be more specific as to what you plan on getting out of it and your goals I can give you a better idea. Also if you are going to run out and are planning on making money flying you can use voc rehab if you have a disability rating, this is case by case basis as well. I will keep an eye on this thread and answer any questions, I may start a thread of GI bill flight training thread if there is enough demand for it. Using the GI bill for school and flight training I have my AAS and BS from Portland CC and ERAU along with all my ratings. CFI/Jump pilot/fire spotter/135 Cargo and now 121 regional for work. Awesome info! I didn't even think to thick the AOPA website. I was originally planning on going to med school after separating from active duty, so I never transferred my Post 9/11 GI Bill to my kids. Now that I'm out and decided on going a totally different direction (at the dismay of my favorite organic chemistry professor), I figure I should probably use the GI Bill for something. I was thinking about getting a single or multi seaplane rating or helicopter private. I've also thought about pursuing a type rating in an interesting airplane like a DC3 or Constilation. The helo rating would probably be the most practical for me. I started it a LONG time ago. The problem was, helo instruction wasn't offered at my home airport, so I would rent a 172, fly about an hour to the closest place that had helo instruction, fly my hour lesson in an R22, then fly back home in the 172. As you can imagine, this is one of the most expensive ways to get helicopter time and I never finished. Using your post 9/11 GI bill you are going to have a very hard time, if at all, finding a school that does seaplane ratings. You could get your single engine land and then add a seaplane rating paying out of pocket. Heli schools are out there as well, not sure if AOPA lists them or not but there are quite a few now that associate with a college. Finding a school on the AOPA website and then calling or searching on their website is the best way as things do change. The GI bill will not pay for type ratings, even a 73 if you say you will apply at SWA. Good luck |
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[#36]
Originally Posted By mcg3686:
Using your post 9/11 GI bill you are going to have a very hard time, if at all, finding a school that does seaplane ratings. You could get your single engine land and then add a seaplane rating paying out of pocket. Heli schools are out there as well, not sure if AOPA lists them or not but there are quite a few now that associate with a college. Finding a school on the AOPA website and then calling or searching on their website is the best way as things do change. The GI bill will not pay for type ratings, even a 73 if you say you will apply at SWA. Good luck View Quote View All Quotes View All Quotes Originally Posted By mcg3686:
Originally Posted By ARAMP1:
Originally Posted By mcg3686:
Originally Posted By ARAMP1:
Originally Posted By EthanCW2:
Any .mil used VA benefits to pay for flight training? I'm finishing up my masters and have a few months left over, and wonder how it works. Reviving the thread because I'm interested to know too. Yes I did 2010-2012 ish Basic rules: Post 9/11 pays for nearly all of your flight training, the catch is you have to go thru an "institute of higher learning" meaning a college. There is a good list on AOPA http://flighttraining.aopa.org/learntofly/school/aviation_colleges/ This also pays you a housing allowance depending upon how you attend, online vs in class and half vs full time and books for flying go over the 1000 per year they pay you. The Montgomery GI bill pays for a percent of your flight training, 80% I think. You are still looking at a good chunk of out of pocket expense. Are you planning on just a private rating or more ratings than that? There are a few other tricks and got ya's with using it for flight training, if you can be more specific as to what you plan on getting out of it and your goals I can give you a better idea. Also if you are going to run out and are planning on making money flying you can use voc rehab if you have a disability rating, this is case by case basis as well. I will keep an eye on this thread and answer any questions, I may start a thread of GI bill flight training thread if there is enough demand for it. Using the GI bill for school and flight training I have my AAS and BS from Portland CC and ERAU along with all my ratings. CFI/Jump pilot/fire spotter/135 Cargo and now 121 regional for work. Awesome info! I didn't even think to thick the AOPA website. I was originally planning on going to med school after separating from active duty, so I never transferred my Post 9/11 GI Bill to my kids. Now that I'm out and decided on going a totally different direction (at the dismay of my favorite organic chemistry professor), I figure I should probably use the GI Bill for something. I was thinking about getting a single or multi seaplane rating or helicopter private. I've also thought about pursuing a type rating in an interesting airplane like a DC3 or Constilation. The helo rating would probably be the most practical for me. I started it a LONG time ago. The problem was, helo instruction wasn't offered at my home airport, so I would rent a 172, fly about an hour to the closest place that had helo instruction, fly my hour lesson in an R22, then fly back home in the 172. As you can imagine, this is one of the most expensive ways to get helicopter time and I never finished. Using your post 9/11 GI bill you are going to have a very hard time, if at all, finding a school that does seaplane ratings. You could get your single engine land and then add a seaplane rating paying out of pocket. Heli schools are out there as well, not sure if AOPA lists them or not but there are quite a few now that associate with a college. Finding a school on the AOPA website and then calling or searching on their website is the best way as things do change. The GI bill will not pay for type ratings, even a 73 if you say you will apply at SWA. Good luck I really thought you could use it for a type rating. I looked it up on VA.gov and it said this: VA offers flight training benefits to those who want to advance their pilot qualifications. You must have a private pilots license and valid medical certification before you start training. Payments are issued after the training is completed and the school submits your enrollment information to VA. Flight training is available for the following and other types of qualifications: Rotary wing B747-400 Dual engine Flight engineer www.benefits.va.gov/gibill/flight_training.asp Not sure how this ties in with the GI Bill though. I wouldn't mind doing a 747 or 787 type rating, but I'd rather do something a little more interesting like a DC3. I doubt I could find a school that does them though. I've looked into P51 checkouts, but it's not a type rating and I doubt the few schools that do it take the GI Bill. For me personally, I have an ATP multi, commercial single, CFI, CFII, MEI, yada, yada, yada. I'm just interested to use the GI Bill for something. The most practical for me would a rotor wing certificate. At least I could go to the local FBO and rent an R44 to take the kids up. |
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[#37]
If I remember correctly, the old GI bill can pay for advanced ratings, to the tune of 60% this includes type ratings. The other catch to your quote is the school submits the bill, there are only a number of flight schools that are able to bill the VA as well. The best thing to make sure for this type of thing is to call the 800gibill number and ask, as well as an institute you find that does the training you want, asking if they can bill or are approved by the VA.
The 9/11 GI bill I think will only pay if it is thru a college program. I never tried to go for the type or additional training outside of what the college programs have so I cant be too much help. |
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[#38]
Where can I find reviews on flight schools? There are two in my area at regional airports. One is five minutes from my house, the other is 35. Their estimated costs are way different. The close one is advertising $9500, the other $5850. The one farther away has a Red Bird flight simulator on site. How much time can be counted from the simulator?
I also can't find on either of their websites if they are a Type 141 or 61 program. Both list 40 hours minimum required. Groupon has an hour trial flight with the one farther way for $100. My BIL did that and said they let him do as much as he was comfortable with except for landing. http://www.bountifulflight.com http://randonaviation.com/index.html |
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[#39]
Originally Posted By medicmandan:
Where can I find reviews on flight schools? There are two in my area at regional airports. One is five minutes from my house, the other is 35. Their estimated costs are way different. The close one is advertising $9500, the other $5850. The one farther away has a Red Bird flight simulator on site. How much time can be counted from the simulator? I also can't find on either of their websites if they are a Type 141 or 61 program. Both list 40 hours minimum required. Groupon has an hour trial flight with the one farther way for $100. My BIL did that and said they let him do as much as he was comfortable with except for landing. http://www.bountifulflight.com http://randonaviation.com/index.html View Quote Honestly, I'd call them both. Just off of the top of my head, the cost differential could be due to the age of the aircraft they use, and if the instructors are contractors or employees. There are advantages and disadvantages of both, and its very possible in aviation to not get what you pay for. What's your ultimate goal...get a license to go bang around in on weekends, or are you thinking about doing this for a career? |
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"...once genius is submerged by bureaucracy, a nation is doomed to mediocrity." -President Nixon
Thanks, Paul |
[#40]
Originally Posted By Screechjet1:
Honestly, I'd call them both. Just off of the top of my head, the cost differential could be due to the age of the aircraft they use, and if the instructors are contractors or employees. There are advantages and disadvantages of both, and its very possible in aviation to not get what you pay for. What's your ultimate goal...get a license to go bang around in on weekends, or are you thinking about doing this for a career? View Quote View All Quotes View All Quotes Originally Posted By Screechjet1:
Originally Posted By medicmandan:
Where can I find reviews on flight schools? There are two in my area at regional airports. One is five minutes from my house, the other is 35. Their estimated costs are way different. The close one is advertising $9500, the other $5850. The one farther away has a Red Bird flight simulator on site. How much time can be counted from the simulator? I also can't find on either of their websites if they are a Type 141 or 61 program. Both list 40 hours minimum required. Groupon has an hour trial flight with the one farther way for $100. My BIL did that and said they let him do as much as he was comfortable with except for landing. http://www.bountifulflight.com http://randonaviation.com/index.html Honestly, I'd call them both. Just off of the top of my head, the cost differential could be due to the age of the aircraft they use, and if the instructors are contractors or employees. There are advantages and disadvantages of both, and its very possible in aviation to not get what you pay for. What's your ultimate goal...get a license to go bang around in on weekends, or are you thinking about doing this for a career? No career, just always wanted to do this. Long term would be to buy into a plane with a few other locals for leisure and be able to jet down to CA and such for getaways. |
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[#41]
tag
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[#42]
I have been a pilot since 1993, and I can tell you that 55 hours is below the average. Most students take 60-70 hours to get the Private. Nowadays it is even more of a pain with insurance rates getting jacked up for no reason other than profit, and Instructors that are little more than glorified trucking school instructors. I suggest avoiding Part 141 altogether and sticking with part 91. You will learn much more, and from someone who truly loves to teach flying.
And Remember "FLY THE AIRPLANE!" |
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[#43]
Originally Posted By BJ_Beard:
I have been a pilot since 1993, and I can tell you that 55 hours is below the average. Most students take 60-70 hours to get the Private. Nowadays it is even more of a pain with insurance rates getting jacked up for no reason other than profit, and Instructors that are little more than glorified trucking school instructors. I suggest avoiding Part 141 altogether and sticking with part 91. You will learn much more, and from someone who truly loves to teach flying. And Remember "FLY THE AIRPLANE!" View Quote |
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If God had intended for Texans to ski, He would have made bullshit white.
C2AA Member TEENER CREW FOR LYFE: HATE US CUZ THEY ANUS Callsign- Carpetbagger |
[#44]
Originally Posted By BJ_Beard:
I have been a pilot since 1993, and I can tell you that 55 hours is below the average. Most students take 60-70 hours to get the Private. Nowadays it is even more of a pain with insurance rates getting jacked up for no reason other than profit, and Instructors that are little more than glorified trucking school instructors. I suggest avoiding Part 141 altogether and sticking with part 91. You will learn much more, and from someone who truly loves to teach flying. And Remember "FLY THE AIRPLANE!" View Quote I did all my training part 61 and ended up being a 141 chief. All of my instructors were generous, dedicated, skilled and pretty far from the hacks you describe. Some pretty poor advice in what I quoted. |
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[Last Edit: Lancelot]
[#45]
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[#46]
tag for interest.
I just want to tool around on weekends. I thought the airlines would be flooded with disgruntled former military aviators by now? And C-19 wasn't helping matters either. |
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