Flight Training options

Farhan
  • Flight Training options Farhan

    In the USA, what options does a student pilot aiming for their private pilot license have?

  • There are lots of options. Flight training is the US is usually divided into part 61 and part 141. Part 61 is general flight instruction and any FAA approved instructor can teach you under it: many part 61 instructors are independent or work for or with FBOs at GA airports. Part 141 governs flight schools that have a standard curriculum and are much more structured; they're often associated with training commercial pilots looking for airline careers. The license you get is exactly the same whichever way you learn.

    There are pros and cons to both approaches, this article summarizes them well but the most important general point is probably that part 61 is 'one on one' training so it can be tailored for you and fit your schedule, whereas part 141 is 'school' training and if you can't follow their schedule then it usually isn't possible anyway. For that reason, part 61 is often the only practical option for many private pilots who have jobs and families.

    Perhaps your real question here is "how do I find an instructor?", in which case you need to search the web, check out local FBOs and flight schools, ask for recommendations from pilots you know and so on. It's definitely worth investing some time to find the right instructor for you, because that can make a huge difference to your progress (and your costs).

  • Practically, the biggest variance in cost is going to be the price per hour of the airplane you rent.

    A brand new Garmin 1000 equipped 172 might be 175 bucks an hour plus. There may or may not be a fuel surcharge on top of that. A 1968 Piper Warrior with basic instruments might be 100 an hour fuel included.

    For basic VFR training you don't need a shiny new airplane with lots of bells and whistles, so if you're shopping for price, shop based on the price and availability of rental planes. Instructor fees and other costs won't vary much.

Related questions and answers
  • In the USA, what options does a student pilot aiming for their private pilot license have?

  • I'm in the process of getting my private pilot's license, and I've come to the point where it's probably time to think about buying a headset. As I understand it there are a few options ranging from a standard mic and speakers, to passive noise cancellation, active noise cancellation, and even bluetooth for use with iPhones/MP3 players, which I think is awesome, however I'm concerned about distraction while flying. Has listening to music and/or noise cancellation been at all shown to increase pilot error? My main concerns are What if I have a noise cancelling headset on, and the engine

  • If someone does a contract flight, or a mechanic does contract maintenance for an aircraft owner and they refuse to pay after the fact, what options do they have to "encourage" the owner to pay? One of the big problems is that this tends to happen informally: Owner: "Hey, can you do this flight for me?" Pilot: "Sure, I charge $xxx." " Owner: "Okay, great. See you on Monday morning at 9:00." Pilot: "Sounds good, see you then." So they show up, do the flight, send an invoice, and wait. And wait.. And wait.... After a few weeks or 30 days, they send the invoice again. Give

  • I see that big planes (for example B737, A319 etc and up) always need a staircase or a boarding tunnel in order for crew or passengers to enter the cabin since the position of the entry door is quite high (meters above the ground). What solutions are there if none of these options are available? (Except, obviously, for aircraft like DC-9's/MD-82 and 727's which had the rear entrance) How could the pilots get in? Is there some sort of manhole under the aircraft that can be opened to get inside with a sliding staircase or similar? Living in Africa, I have been to a couple of airstrips where

  • ), but on the flip side, I've heard that if an engine is going to do something funky, it's probably going to happen when you do a power reduction, or otherwise do something. I personally want all the power I can have until I'm far enough off the ground to have options if the engine quits or sputters (turn back if high enough, or glide to a suitable spot if not). I'm asking is there an "official procedure

  • These days, when reading news about missing Malaysia Airlines Boeing 777-200, I keep coming across a scenario where pilot might have deliberately turned off the transponder which is used for the communication of flight with ATC. When there is a possibility that any bad thing can happen when pilot turn off transponder, why would one give the ability of turning off the transponder to a pilot when he/she usually depends on instructions from ATC or flight control. Is there anyway that ATC can turn on transponder back from ground?

  • There's a standing tradition, at least in the USA, that a student pilot has their shirt cut, signed and dated by their instructor. What is the origin of this practice and what is its significance?

  • Suppose you're on your private pilot checkride and the tower gives you a land and hold short clearance. Are you able to accept that clearance? I know you're expected to fly as if you were a private pilot, and you're allowed to carry the examiner even though they're not providing you dual instruction... Are you allowed to accept a clearance on your private pilot checkride that you couldn't accept as a student but could as a private pilot?

  • Can my training in a Sport aircraft with a Sport instructor be used to fulfill the requirements to become a Private Pilot? As an example, assume I've started my training to be a Sport Pilot, but decided I'd rather be a Private Pilot.

  • What can I do if my not-so-newly issued temporary pilot certificate is about to expire and I haven't gotten my permanent certificate yet? Is there any way that I can keep flying while waiting for it, and is there a way to check on the status of the permanent certificate?

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