Fly The Wing

Give me a quick overview of learning to fly.

You learn on two tracks. There’s the actual flying lessons with an Instructor. This consists of about 40 flight lessons, divided into three “phases”. The first stage is about 10 lessons and gets you ready for your first solo flight.

The first couple solos are just you flying the airplane in the traffic pattern and taking off and landing three times. In stage two we introduce cross-country flying, night flying, navigation and short and soft field landings. About 2/3 of these flights are with your Instructor; the other flights are local and cross-country solo flights that you fly alone. The third stage ties together everything you’ve learned in the airplane, and gets you ready for your check ride with an examiner. After the successful completion of the check ride, you will be a licensed Private Pilot. You can fly yourself and your friends and family, but you can’t charge for flights.

You mentioned something about “two tracks”...?

The previous paragraph explained all the ‘fun’ things you learn and practice in the airplane with your Instructor. But there is also “book learnin’” that occurs at the same time.

This could be in the form of an actual ground school class that you attend locally once or twice a week, or more likely through ‘self-study’ using books, DVDs and the Internet. There is a written knowledge test that you have to pass (60 multiple-choice questions; 70% score is passing), before you take your check ride. There are many things you learn on this track that are not specifically covered in the “flight lesson” portion of your learning. I wrote an article on all these things you must learn above and beyond flying the airplane; click here to read that article.

How and where can I get a student pilot certificate?

Before you solo the airplane, you must have a Student Pilot License, and pass at least the 3rd Class

FAA Medical Exam. Your friendly family doctor can not do this for you; you must visit a qualified Aviation Medical Examiner (AME). I can email you a list of all local AMEs, or you can find an examiner online using the FAA’s AME database, searchable by city and state. Any CFI, Examiner or FSDO office can order the Student License for you on the Internet from faa.gov. Medical Examiners are no longer issuing the Student License portion, only the medical certificate. Note it may take 30-days or more to receive your Student License in the mail. A student pilot certificate is valid for 24 calendar months, (60-months, if you’re under 40) and a third class medical could be valid for up to 60 months, depending on your age at the time of your AME visit.

What are the vision, hearing, and general medical health requirements that must be met in order to be a pilot?

Your vision must be at least 20/40 for near and distant vision with or without

lenses, and you must be able to perceive those colors necessary for the safe pilot performance. For general health and medical-related questions, refer to the FAA’s Medical Questions FAQ’s, prior to visiting your AME. In the case of severe color-blindness, you can also get what as known as a SODA (Statement of Demonstrated Ability). This will serve as a waiver for having failed that portion of the eye examine. Generally, you will have to discern between a red light and a green light from a distance, to demonstrate acceptance.

How much does it cost to learn to fly and get a pilot certificate?

There are a lot of variables that affect the cost of learning to fly, including the frequency of flight lessons, weather conditions, the kind of aircraft in which you are training and its availability for scheduling, and individual aptitude. A rough estimate would range between $11,000 and $13,000, for a Private Pilot License (PPL) --- about the cost of a JetSki or Harley.

Why is there a difference in cost for ‘Introductory’ Flight Lessons?

You’ve probably noticed that various flight schools and instructors offer ‘intro’ flights for a wide variety of prices (The Flight School in Palm Springs even offers them free!). Here’s the dirty-little-

secret regarding these intro flights. It’s all based on how much time you spend with the aircraft engine running. A ‘free’ or $50 intro flight is probably nothing more than a ‘trip around the patch’ (one circuit in the traffic pattern). To truly be a learning experience, and give you a taste of what flying a light airplane is like, your first lesson should be at least .7 - 1.0 hours, and in most small airplanes, that’s going to cost $90 - $140, any way you slice it!

How much do you charge for flight instruction?

If you’re price-shopping for flight instruction (are you sure you want to do that?), I can send you a list of about 100 young whipper-snappers with 300 hours experience who are anxious (desperate?) to build hours at your expense, while charging just a nominal fee (you get what you pay for). I don’t nickel and dime you, but rather charge by the day: $495; or half-day: $295, or $80/hr. (ground and air). This is based on 8-hours (full day) of ground and air work, or 4-hours (morning or afternoon) for half-day sessions. (Rates lower for cash or certified/cashier’s check and pre-payment; required for full-course accelerated programs).

How long does it take to learn to fly and get a pilot certificate?

I’m a big proponent of Accelerated Flight Training; committing 10-days to two weeks to getting your Private Pilot license or Instrument rating, and get ‘er done, once and for all. If you fly twice a week, it should take 4-6 months; if you fly once a week, plan on 10-12 months. And that assumes the airplane, your instructor, your schedule, your bank account, etc. are all status quo for that entire period of training. This approach doesn’t work well; nearly 80% of people that begin flight training never finish --- many quit after having spent THOU$AND$ of dollars on months and months of random weekend lessons. In order to undertake a concentrated training approach, you may need some financial help --- spread the payments out, not the flight lessons! AOPA offers un-secured flight training loans that allow you to get your Private license now, for just $100-200/month, or an Instrument rating for just $120/month. Train now; pay later. Click here for more on my Training page.

What are the differences between a Part 61 and a Part 141 flight school?

Part 141 schools have more FAA oversight, more rigid schedules, and more paperwork. For the added requirements, they are allowed to reduce the minimum required hours of private pilot training to 35 hours, rather than the 40-hour minimum required when training at a Part 61 flight school. However, they are not allowed to change or modify the order or content of lesson plans, so due to scheduling, weather or aircraft availability, you may be ‘stuck’ on the ground for days waiting to complete Lesson #13, just so you can move on! The Part 61 school, on the other hand, is able to be more flexible with training schedules and has the ability to tailor the curriculum to meet individual students’ training needs. Either school must train you to pass the very same practical test. The reality is that due to taxi and enroute time to the practice area, very few Part 141 students complete training in fewer hours than Part 61 students. I instruct under Part 61, do not offer VA financing and instruct only US citizens (sorry but San Diego County and TSA regulations and paperwork are too burdensome for foreign students; I’m a flight instructor, not an accountant). If you’re about to take the bait on Part 141 Private or Instrument training, and you’re not planning on becoming a career pilot, you should read my Part 61 vs. Part 141 Training article first.

How old do I have to be before I can start taking flying lessons?

You don’t have to be a particular age before you can begin to take flying lessons. That said, however, you do have to be at least 16 years old before you can solo an

airplane (14 years old for operation of a balloon or glider), and 17 before you can be issued a pilot certificate. Therefore, it may not be particularly efficient from the standpoint of cost and flight hours to begin lessons too early.

How old is too old to begin flying lessons?

Say “student pilot,” and most people think of a youngster chasing a dream.

In reality, today’s fledgling is likely a middle-aged adult who’s not only chasing, but actually fulfilling, a lifelong ambition to be a pilot. The average student pilot today is in his 30s, and the typical average active pilot is a decade older. In addition, more than 25 percent of all U.S. pilots with current medical certificates are in their 50s. And some pilots learn to fly after they retire. Be sure to look at the AOPA’s section for older pilots, by clicking here.

What about the Sport Pilot (or Recreational Pilot) license?

Yes, those are cheaper to pursue than a Private Pilot license; but beware of the trade-offs. If you receive instruction in an LSA (Light Sport Aircraft) from a Sport Pilot Instructor, none of that dual time can later be applied to earning a Private Pilot license. Also, you are limited to flying only LSA airplanes; maximum of 1 passenger, no flying above clouds/marine layer, no ability to later earn an Instrument rating. Most people that begin training for a Sport Pilot license end up switching to Private Pilot training once they learn of the nuances and limitations of being a Sport Pilot. If there is some reason you believe you wouldn’t pass a 3rd Class Medical exam, the Sport Pilot license may be the way to go (you only need a drivers license and need not pass or have ever failed an FAA medical). I provide Sport Pilot training only in customer-provided aircraft. This is due to the lack of suitable LSA airplanes available for rental.

What should I look for in a Flight Instructor?

Find someone that you believe you will mesh well with. This will probably be somebody close to your own age and peer group. Look for a good teacher, not necessarily the best pilot (there is a difference). Hank Haney was never a better golfer than Tiger Woods, but he sure was able to teach, train and mentor Tiger well enough for him to win 29 times in 6-years. Find someone that uses a syllabus and written lesson plan (not merely in their head) for each flight. Find an instructor that uses in-flight video/audio recording, to help you learn more quickly and save you time and money in the airplane. Find an instructor that follows-up each lesson with a post-flight briefing that details what you did, what you need to work on and what you should study up on for the next lesson. If you don’t trust in or believe your instructor, do not feel he is safe or interested in teaching you, or he/she has bad breath or body odor, simply switch instructors before you get too far into the process. A good instructor should be like a partner in the flight training process, not a detriment to the fun and learning you should expect.

What options are there as far as flight training?

Again, these run the gamut, from the independent, stand-alone flight instructor with 1 airplane, to huge mega-schools with dozens of airplanes and instructors. In between are the more casual flying clubs and traditional flight schools.

What are some of the pros and cons of each of these?

In my opinion, there are advantages and disadvantages to all these options. The best advice is to find the flight training option that best suits your time, needs and personality (with money being perhaps a last reason for choosing.)

Independent Flight Instructor

Pros: More one-on-one, personalized instruction.

Cons: Usually not much infra-structure. Generally smaller fleet of aircraft. If the instructor gets a more lucrative charter mission, or the plane needs service, your training could cease for the interim.

Flying Clubs

Pros: More social environment, generally reasonably-priced aircraft rentals, although after factoring in monthly dues, this may not be true at all.

Cons: Quality of training could be erratic; usually not much more infra-structure or support than an independent flight instructor; aircraft condition and maintenance could be spotty.

Flight Schools

Pros: Unlike flying clubs, these could be Part 141 (in addition to Part 61). This allows you to get some ratings in fewer hours, but is also quite restrictive regarding mandatory adherence to their syllabus.

Cons: Often instructors are just trying to build hours, so they can go off and land that corporate or commuter airline job (it’s possible you might have several instructors by the time you take your check ride). Smell of burnt coffee usually permeates the shag carpeting and fake wood paneling. Customer over-charging has risen to a new level at one “Flight School” at Gillespie that tacks on “fuel surcharges” and charges students for the taxi-time to re-position the airplane after refueling, even though that time can not legally be logged as “Flight Time”.

Professional Pilot Academies

Pros: A high level of training, usually to Part 141 standards. Lots of checks and balances,

and strict policies and procedures.

Cons: You are many times just a cog in a huge wheel. Scheduling of aircraft and your instructor can be quite competitive. You may have to wear a white shirt with Michael Jackson-style epaulets. Generally, the most expensive option.

Where and when do you instruct?

I am based at San Diego’s Gillespie Field (KSEE). I am not one of those instructors that spends half the day driving around to every other airport in the county, just to instruct for an hour. I instruct primarily in Plus One Flyers club airplanes; so you will have to be a member in order to rent the airplane in which we’ll train (I don’t have airplanes to rent to you). Additionally, I instruct in Tailwheel, Complex, High Performance, TAA and LSA aircraft that are customer-provided, but I do not instruct in homebuilt, Experimental, Warbirds or Ultra-light aircraft. I am sometimes available mid-week, upon prior appointment, to instruct from Palm Springs Airport (KPSP) in customer-provided aircraft.

What about ‘Simulators’?

I prefer to call them by their proper name; Flight Training Devices. We’re fortunate to have a full-

motion Redbird FMX AATD at Gillespie Field, and I’m a big proponent of using it for Instrument and Commercial training (and for a few hours for Private Pilot training). We can log up to 20-hours in the Redbird FMX toward your Instrument rating (50-hours toward a Commercial license), and figure out a lot of things that would take many more

hours in the airplane --- holds, DME arcs, approaches, VOR intercept & track, emergency procedures and more. Plus, it has a ‘pause’ button so we can stop and figure things out. And I can instantly position you anywhere, so there’s no wasted time flying forever just to get somewhere in the airplane. Some instructors don’t utilize the Redbird because A) They don’t know how to operate it; and/or, B) They can’t log hours they instruct in it. If they’re trying to build hours as a CFI, Flight Training Devices are not helpful to their cause, even though it could save you a ton of time and money and make you a safer pilot.

What other expenses will I incur when I decide to learn to fly?

You will have to complete some sort of ground school training, and take a written ‘knowledge test’. Generally, this should be completed by the time you begin the cross-country phase of your training. The school (and associated books) can cost between $200 - $500, depending on which method you choose. There are self-study options (DVD or on-line), in-person weekly ground schools, or weekend ‘accelerated’ classes.

In addition, you will need to get a Third Class medical certificate, which requires a physical exam by a designated medical examiner (usually $70-90). You should purchase a suitable headset for use in flight ($140 to $1,100), an ‘E6B’ flight computer and plotter ($30 for manual style; $90 for electronic). There will also be periodic chart and book purchases (sectional charts: $9 every 6-months; Airport Facility Directory: $5 every 2-months; FAR/AIM book: $11 each year). You’ll have to take a knowledge test at a CATS or LaserGrade computer testing facility ($140), and pay the examiner for your check ride ($750; cash, small, un-marked bills preferred). Many students also purchase additional accessories such as flight bags, study aids and reference materials, although much of this is optional (all FAA publications are available free on-line, and available for re-print as they are not copyrighted). An iPad (mini w/ cellular/GPS chip) and moving map app like ForeFlight ($79/year) will save you money on charts and help with situational awareness in the airplane.

How often should I fly?

All day, every day. As stated earlier, I’ve seen tremendous downsides to only flying once or twice a week. It costs you more in the long run --- it seems to take forever --- and more than 80% of people that start flying never finish. There are hundreds of flight instructors in San Diego that are still stuck in this once-or-twice-a-week training mentality (hey; I used to be one of them!), but if you want real flight training, fly the way the military and the airlines do --- train every day. If you can’t take 10-days to two weeks off work for accelerated flight training, I’m probably not your best choice for flight instruction at this time.

Is Accelerated Flight Training for everyone?

No; it’s not. Some people think they want to learn a new skill like flying or adding an Instrument rating in the least amount of time, but they’re not prepared or emotionally able to adjust to the intensive, immersive nature of daily accelerated flight training. Some have compared it to “drinking

from a fire hose”, or described the feeling of their head about to explode.

If you need a lot of kudos and high-five’s to stay motivated, and enjoy someone blowing sunshine up your skirt, you would be better served to abandon the notion of training every day, and rather pursue a more leisurely, social approach by flying once or twice a week; similar to Square-dance lessons or crotchet classes.

I’m having trouble convincing my spouse/significant other that flying is something I should do. Give me some ammunition.

General aviation flying is one of the most enjoyable, challenging and exhilarating activities you can pursue. There is a sense of accomplishment and pride as you progress through the ‘building blocks’ of learning to fly, on your way to ultimately becoming a licensed pilot. It does not require super-human strength or smarts, but rather a well-rounded understanding of several things --- aerodynamics and airmanship; judgment and decision making; systems and procedures; navigation and technology and professionalism and confidence.

And, oh the places you’ll go!

Whether a quick “$100 Hamburger” for lunch (several good airport dining options less than an hour away from San Diego), weekend trips to Palm Springs, Big Bear, Los Angeles or Catalina Island; and longer excursions to Phoenix, the Bay Area, ski or golf destinations, or merely sight-seeing for pleasure, the opportunities and freedom that await you when are a pilot are nearly as unlimited as your imagination! I put together a long list of places to go and things to do with your Private Pilot license; click here to read the article.

OK, this sounds like something I might want to do; but just not right now. Any other ideas or suggestions for me at this time?

Yes. First, sign up for my free my monthly newsletter (click here), so you can stay up on the local aviation activities.

Also, I can sign you up for a free 6-month subscription to the AOPA (Aircraft Owners & Pilot’s Association) Flight Training magazine. This publication has many great articles for newbies, and will help you get a feel for general aviation, even though you haven’t begun any formal training. (Also be sure to bookmark and look at their website, www.aopa.org , and sign-up for their free daily email newsletter, too). The AOPA also operates a tandem website, expressly for the purpose of new or soon-to-be pilots, www.LetsGoFlying.org