Who Can be a Pilot?

Anyone who is 16 years old or older (some restrictions apply), who can read, speak, write, and understand the English language, and pass the appropriate medical exam, can with the proper training obtain his or her pilots certificate. To old? Not unless you can't pass the medical. There are many active pilots over 60.

Do you have to fly airplanes before you can fly helicopters?

No, in fact if you want to fly helicopters, then that is what you should do. There is certainly nothing wrong with flying both, and there is a definite advantage to being dual rated. There is however, an advantage to flying helicopters first if you desire to be dual rated, but it is not required, and anyone who has one rating can add another to it.

What does it cost to become a pilot?

All the money you have, and all you will ever make. Just kidding! Obtaining a pilot certificate is considerably cheaper than most people realize. A private airplane rating will cost +/– $4,000.00, and a private helicopter rating will cost +/– $10,000.00. Those prices are assuming an initial rating, and are variable subject to a particular school.

It is cheaper to add a category rating to an existing certificate. For example, if you already hold a private airplane rating you can add a helicopter rating for about $6,000.00, and if you hold a private helicopter rating you might add an airplane rating for about $3,000.00. The reason for the reduced cost is that there are minimal hour requirements for someone who is already a rated pilot. This does not mean that you can actually accomplish the rating for those reduced costs however as the average cost is higher.

A commercial airplane rating will cost +/– $23,000.00, while a commercial helicopter rating will cost +/– $30,000.00. There are ways to minimize those costs, or should I say there are ways to maximize the rating/cost ratio for those pilots wishing to obtain dual, commercial status.

Piloting is my dream, what does it take to get paid to fly?

Obviously it is not possible to get paid to be a private pilot, and as a matter of fact it is strictly against the law to accept money for flying at the private level (with certain very specific exceptions). Also, no company is going to hire a commercial pilot with flight experience short of about 1000 hours.

There is however, a way for you to receive compensation for flying as a commercial pilot with relatively low hours, and that is for you to become a flight instructor (see outline below). There is a high demand for pilots, and therefore many instructors are constantly moving on to commercial jobs, and consequently this creates many CFI jobs. The easiest place to get a CFI job is at the school where you took your training.

Most flight instructors are building time for a commercial job, and there simply is no better way to do it. Aviation is one place where you absolutely must pay your dues; there is no short cut.

Don’t get me wrong, occasionally you will find the low-life pilot who tried to beat the system, and penciled in a few hours, but usually it will bite these pilots’ in the keester when they get themselves into a situation that they cannot handle.

If you get caught forging anything in aviation, you will pay very dearly. The FAA can take all of your certificates in one single setting, for one dishonest mistake, and they will. If you get caught forging something you can forget about a professional career (part 135, 121, etc.), because that mistake will haunt you forever.

Pilots are expected to be of strong character, and must exhibit extraordinary ethical behavior, especially a CFI. So in short, if you want to get paid to be a pilot, fork over the cash, get your ratings, pay your dues (become a CFI), and enjoy a long career of piloting. Believe me, it is great!!

The most economical way to accumulate ratings on the road to a career

(Assuming a dual rating is desired)

The best way to accomplish these ratings cost effectively is to first obtain your private helicopter certificate, and follow that rating with your private airplane add-on. This will result in +/– $14,500.00 spent, and two ratings accomplished. These two ratings will result in about 90 – 100 hours total time accumulated. Of that time, about 70 – 80 hours will have been dual, and the balance will have been solo/PIC.

A commercial helicopter rating requires 150 total flight hours, while a commercial airplane rating requires 250 total flight hours (this makes no sense to me since a helicopter is harder to fly). There are specific hour requirements as stated in the FAR, but those are the basics. The flight time of each category counts toward the other with certain restrictions and/or requirements. It is imperative that a pilot maintains currency in all of the aircraft in which they are rated, so during the private airplane add-on training, that pilot will have continued to fly the helicopter not less than 1-hour per 2 weeks, or even better 1-hour per week.

After both private ratings have been obtained, it is best for the pilot to then alternately fly both aircraft each week until he or she has accumulated 125 total hours of flight time. During the next 25 hours, the pilot should still fly the airplane not less than 1-hour per two weeks, but at least 20 hours must be concentrated on dual helicopter training in preparation for the helicopter commercial rating. After the commercial helicopter rating has been obtained, the pilot will have invested +/– $22, 250.00 in his or her education, but will have obtained 3 ratings, and accumulated 150+ hours of total flight time.

Assuming that a pilot has followed the above schedule, he or she must certainly have professional pilot aspirations. In that case, the next logical rating is the airplane instrument rating because it is necessary to have an instrument rating to eliminate restrictions on the commercial airplane certificate. Even more importantly, it is necessary to obtain an instrument rating for safety. The instrument rating will open many doors to the pilot because he or she will then be qualified to fly in all weather conditions.

It is required that a pilot receive 15 hours of training in actual instrument conditions, or simulated instrument conditions, and that this pilot then log another 25 hours of simulated instrument time with a qualified safety pilot on board the aircraft. There is significant difference in simulated instrument conditions, and actual instrument conditions, so it is of my opinion that the student should request of the instructor, that they actually fly in some actual instrument conditions.

After the above schedule has been followed, the student will have already logged 10 hours of instrument training as required for the commercial helicopter rating, so only 30 hours remain, of which only 5 hours must be dual.

There is no doubt that the instrument rating is the hardest, but also, one of the most rewarding ratings that a pilot will obtain. For that reason, I recommend that the student fly the entire 40 hours required with an instructor so that he or she can obtain the most knowledge (I did it, and I am thankful that I did). The cost difference is only $1,000.00 for a top-notch instructor, and it is very well worth it. The total rating cost will be +/– $4,200 with an instructor for the whole time. That estimated cost is based on 35 hours @ $120.00 per hour for airplane and instructor.

The reason that it is figured at 35 hours is the fact that 10 hours of training has already been obtained, but of the remaining 30 hours required, only the hooded or actual time applies toward the certificate, and there will be taxi time and approach and departure time that cannot be logged as instrument time, but is still recorded as total flight time. Also, the instructor gets paid for all time.

Once the pilot has obtained his or her instrument rating as outlined above, he or she will have invested a total of +/– $26,450.00, and will have obtained 4 ratings. The total accumulated flight time will be about 190 – 200 hours, and it will be necessary to accumulate another 50 hours before the pilot will be qualified to apply for the commercial airplane rating.

As you can see, by following the above outline, 4 ratings have been obtained for less than the two (private and commercial helicopter) that would have been required for the commercial helicopter rating. Continuing with the outline, I suggest that not one of the next 50 hours be wasted, and as I stated earlier, it is necessary that the pilot continue to maintain currency in both aircraft while focusing on the rating at hand. This has been accomplished as outlined above in the first 200 hours of flight time.

The next logical rating to apply for is the CFI helicopter rating. There is no minimum number of hours specified to obtain this rating, but it will take about 20 – 25 hours to accomplish the training and practice necessary to successfully pass the check-ride (half of the time remaining). This entire time should be spent with an instructor, so the cost will be +/– $5,000.00. By the time you have completed this rating, you will have invested +/– $31,450.00, you will have obtained 5 ratings, and you will be an employable and qualified helicopter flight instructor.

At the completion of your helicopter CFI rating, your flight school may well employ you immediately especially if you have obtained all ratings with them, and you should seek this out.

While you are earning money as a helicopter CFI, you should continue your next 20 hours of training in preparation for your commercial airplane check-ride. This will cost you +/– $2,000.00, and you will have invested a total of +/– $33,450.00, while accumulating 250 – 300 hours of flight time depending on the number of hours you have chosen to fly, and the number of instructional hours you have given as a helicopter CFI (flight instructors log all flight time).

Obviously, now you have sufficient flight time to obtain your Airplane CFI, and it would be a wise investment to do so. This would take another +/– $2,000.00, and you will have invested $35,450.00, and you can instruct in both helicopters, and airplanes, and you will always have a job if you are a good instructor. You can see that there are endless ratings, and opportunities when it comes to aviation, and you should continue to accumulate every rating that you have an opportunity to get.

But I only want to fly airplanes!

There is nothing wrong with that, it will cost you +/– $29,200.00 to accumulate up to and including your CFI rating for airplanes, and then you can begin your career of instructing, and build your time and ratings and achieve what ever level of flying that you desire.

But I only want to fly helicopters!

Well that is ok; get your rating, but don’t sell yourself short, if you can fly a helicopter, you can fly anything! But what it comes down to is what you want to do. You can start your career with an investment of +/– $35,000.00 accumulating all ratings up to and including your CFI helicopter rating, and you can begin your career.

But I only want to fly privately!

There is nothing wrong with that, and it will be most enjoyable, and the approximated costs are listed above. Fly with a good safety margin, and maintain a high level of currency.

The facts on the final costs: Oh my God! I didn’t know it was going to be that much!

I tried in the above statement to present an accurate cost estimate. The fact remains that the individual student will determine the ultimate, and final cost. The costs stated above are the average cost, and I recommend that no student push himself or herself for an early solo or rating, and they should not let a school or instructor push them either.

Be very cautious of a school or instructor that promises you a rating for a low and set cost. It is absolutely impossible for anyone to know the final cost to you; all anyone can do when it comes to flight training is present you with an average or estimated cost.

Many schools advertise a rating for a package price, and sometimes they try very hard to get you through in that time. No school is going to let you fly their aircraft for free, so what that means is that either you will be pushed through before you are ready, or you will be paying extra.

There is no feather for a student who solos early, and furthermore, an early solo is absolutely no indication of which student will make the better pilot. There are 200-hour pilots who fly like they have 2000 hours, and there are 2000-hour pilots who fly like they have 200.

It probably takes to long, if only I’d thought about it when I was younger!

You are not to old to become a pilot unless you simply cannot ever pass the necessary medical exam, and they are not that hard to pass. You can learn to be a private pilot with good concentration, in about 6 months, flying 2 times per week. You can become a commercial pilot in less than 2 years flying the same schedule. You can earn your CFI certificate about 60 days later. Don’t get me wrong, it takes a lot of studying, and hard work, but with the right motivation, you can do it. It is certainly possible, flying everyday, to earn your certificates in considerably less time.

How often do I need to fly to make the best progress?

Obviously a student who flies everyday is going to make the rating faster than a person who flies only 2 hours per week. Ideally in the early stages, a student should fly not more than 3 (helicopter) 5 (airplane) hours per day, and not less than 2 hours per week.

During flight training, you should fly at least 1 hour, at least 2 times per week (2 hours per week). If you can fly only 1 hour per week, that is fine, but the training will take longer, in hours that is. The reason being that if it is to long between flights, some of what is learned is lost, and you have to spend some of each flight refreshing what you had learned the last time.

It is not usually beneficial to fly more than 3-5 hours per day because you will become worn out and congested with information. Some schools insist that their students fly more hours per day, but I personally don’t think that is good for the student.

Each time a student flies, there is a period of time after the lesson when that student continues to learn significantly. During this time, the student is digesting the information that he or she took in during the flight.

The length of the lesson can also be variable. For example, a student may have a tense day, and perhaps the lesson should end before an hour. On the other hand, the student may be having a very good day, and the learning may be just beginning to peak in an hour, and it may be beneficial to continue for another 15 to 30 minutes.

I just don’t have the cash!

Many schools offer a pay as you go program; you don’t have to pay everything up front. Not everyone can afford to buy the whole lesson program in one lump. It is better if you can because you will get your rating faster, but hey, it is what it is. You can always purchase block times, and that may reduce the cost somewhat. Block times are when you pay for 5 or 10 hours at one time, and fly them as you go. Also, you can check out financing options available at pilotfinance.com.

Keep in mind that you must purchase certain training materials, and these things will include: study books, a headset, a flight computer, charts, a plotter, etc. You will spend about $200.00 on supplies for your first rating, and about $100.00 per rating after that. Also, keep in mind that you will never have to many books to study. The more you read, the better you will do in your flying and your tests.

You are who can become a pilot!

Pilot and Medical Certificates Defined

There are 4 levels of pilot certificates (excluding CFI), Recreational, Private, Commercial, and ATP. Pilot certificates never expire; they are validated by medical certificates which do expire. You must have both certificates in your possession every time you fly, and these must be accompanied by a photo ID.

The recreational certificate requires less training hours by regulation, but in reality it takes the same number of hours to master the aircraft as it would if you wanted a private pilot certificate. This rating is also considerably more restrictive.

The private pilot certificate allows you complete freedom in aviation with compliance of course to the FARs. With this certificate you may carry passengers, but only for the purpose of recreation. You absolutely may not be paid for any services with the exception of equally shared expenses. This is the first step in the sequence of certificates in the climb to becoming a professional pilot, and this certificate requires a 3^rd class medical certificate.

The ATP certificate requires a 1^st class medical for any operations at that level, and with this certificate you are qualified to fly for part 121 air carriers and for any other employer who requires this level of certificate provided that you have the required number of hours (by regulation or employer).

There are 3 levels of medical certificates; 1^st class, which is required to exercise the privileges of the ATP pilot certificate; 2^nd class which is required to exercise the privileges of the commercial pilot certificate; and 3^rd class which is required to exercise the privileges of the private pilot certificate. The 3^rd class medical is all that is necessary for all flight training and for all check rides regardless of the rating sought.

If you hold a 1^st class medical, and an ATP pilot certificate you may exercise the privileges of the ATP certificate for 6 months and then you must renew the medical to continue ATP privileges. If you choose not to renew after 6 months you may continue to exercise the privileges at the commercial level for another 6 months. After those 6 months you can renew or you may continue to exercise the privileges of the private pilot certificate for another year if you are 40 or older, or two years if you are under 40.

If you hold a 2^nd class medical and a commercial pilot certificate you can exercise the privileges of the commercial certificate for one year, and then you must renew the medical to continue at the commercial level. If you choose not to renew you can exercise the privileges of the private pilot certificate for another year if you are 40 or older, or another two years if you are under 40.

If you hold a private pilot certificate, and a 3^rd class medical, you can exercise the privileges of the private pilot certificate as the 40 over and under rule applies (two or three years).

The CFI certificate is only valid when it is accompanied by a commercial or ATP pilot certificate, and does not require a specific medical unless the instructor will be teaching a student who does not hold a rating in the aircraft being flown. This means that a helicopter instructor can instruct a private pilot for the commercial helicopter rating without his or her own valid medical certificate, however this same instructor would need his or her own medical to instruct a private pilot, or a pilot who is not rated in the aircraft being flown. Also, only a third class medical is necessary when acting as a CFI.