© 1999, Aircraft Owners and Pilots Association

Chapter 1 — How safe is general aviation?

Chapter 2 — How do I become a pilot?
Types of certificates—
    The recreational pilot certificate
    The private pilot certificate
Steps to your pilot certificate
Requirements
The FAA medical
Aeronautical knowledge

Chapter 3 — Your solo
Time to solo
Solo and beyond

Chapter 4 — Cross country for the private pilot
Cross-country experience
City lights–night flying experience

Chapter 5 — The FAA Practical Test
Taking the practical test

Chapter 6 — Time to learn
Planning your time
Managing expectations and distractions
Learning curves

Chapter 7 — Getting started
How do I choose a flight instructor?
What does it cost to learn?
Training wings
Do I need insurance?
The places you can go

"You can’t get there by bus, only hard work and risk and by not quite knowing what you’re doing. What you will discover will be wonderful. What you’ll discover will be yourself." – Alan Alda

All too often I hear people say, " I have always wanted to learn to fly but…" Then just fill in the blank—I’m too old, I don’t have the time, I don’t have the money, I’m going to do it when the kids are a little older. These are all real concerns, but do you really believe you will be younger next year, or have more free time next month, or have it all together when the kids are grown? Mark Twain said, "The secret to getting ahead is getting started." This couldn’t be more true about learning to fly.

Who learns to fly? Ordinary people do. The only difference between people who become pilots and people who don’t is desire combined with the ability to set and achieve goals. I know carpenters, mechanics, sheepherders, mothers, sales representatives, and retired school teachers who are pilots. Ask any one of them why they learned to fly, and they will probably tell you that they can’t quite put it into words. All will tell you it was worth the effort.

When I started flight lessons, I was fresh out of college with loans to repay. On top of that, I hadn’t found work in my chosen field, the economy was depressed, and I was working for just over minimum wage. I didn’t even believe I would be capable of learning to fly. It seemed to me that piloting belonged to the realm of others—people who were somehow more gifted or more talented than I. If ever there were reasons not to start flying, I had them. I took a lesson anyway, and it changed my life forever.

What has flying brought me? I have seen breathtaking glimpses of nature’s wonders. On vacation in Hawaii, with the local flight instructor as our guide, I rented an airplane and my spouse and I took our own wonderful scenic tour. Not only did we get to see exactly what we wanted to see, it cost much less than commercial tours! Flying has given me more challenges, learning experiences, and opportunities than I ever imagined existed. I have met people of outstanding character and characters with outstanding personalities.

You too can learn to fly and in less time than you probably think. The invitation is open, and you don’t need to have a reason. Start by reading this booklet, which answers some of the most commonly asked questions about learning to fly. Then get started. There is no better time than now–the sky is calling, come on up!

The purpose of the Nall Report is to analyze mishaps to gain knowledge about risks so we can take steps to reduce or control them. The latest statistics available as of this writing are from 1997. The 1998 Nall report shows that the overall accident rate per 100,000 hours of flying time is the lowest in history.

The numbers on general aviation accidents include flying for personal pleasure and many other types of flying operations such as crop dusting, fire fighting, law enforcement, emergency medical transportation, and business transportation. The Nall Report is careful to compare apples to apples. Of course, it shouldn’t take a statistician to tell us that flying low over a fire when smoke has reduced visibility to almost nil is more risky than flying on a beautiful sunny day.

If there is a common theme in general aviation accidents it is that most accidents are the result of pilot-related factors. Pilots, as a group, have many wonderful attributes, and I have seen a few do tricks that are almost superhuman. But if you are ever invited to fly with one who says he or she can walk on water, take my advice and run the other direction. Because we are human, we make mistakes in judgment. As my friend Steve Wolf, former airshow pilot and aerobatics instructor, is fond of saying, "Flying is as safe as you want to make it."

Sitting in the pilot’s seat is not like driving a car. We don’t worry that a drunk driver might be headed in our direction, miss the stoplight, and make us a victim of his or her poor choices. With most general aviation accidents, there is really no one for the pilot to blame but himself. Because this is the case, we try to prepare for different "what if" choices and learn how to make judgments that will prevent accidents, as well as practice emergency procedures.

Piloting takes personal responsibility to a stratospheric high. A small, but enormously important paragraph in the Federal Aviation Regulations puts it this way: The pilot in command of an aircraft is directly responsible for, and the final authority as to, the operation of that aircraft.

As an instructor, I take great pleasure in pulling the throttle to idle to simulate an engine failure when my students least expect it. I say, "Gee, what are you going to do now?" I’m not trying to be funny. It is a very good way to help my students and myself practice emergency procedures. That way, we’ll be ready if we ever have engine problems that warrant immediate action. It doesn’t take too many of these exercises before my students to start pointing out places where they would land if they needed to. This kind of experience helps pilots develop good judgment and learn to think in terms of the choices they can make. Learning how to handle a potentially bad situation takes practice, but it is better than not being prepared. Learning to make good judgments that keep us out of potentially threatening situations isn’t always as easy. Every situation is a little different.

The only way to eliminate risk in any activity is not to do it. Personally, I like the fact that I get to be the one who makes the choices that affect my own safety. I get to look the airplane over carefully before starting it, I get to call the flight service station for a weather briefing before I leave, and I get to be the one who decides to stay on the ground if I want to.

The U.S. Supreme Court aptly put it this way: "Safe is not equivalent to risk free." Flying isn’t without risk, but if my choice is to fret about the risks of flying or to worry about the drive home with several hundred unknown drivers around me, it’s the drive home I will worry about.

You must:

• Be 16 years old to solo.
• Be 17 years old to receive your pilot certificate.
• Read, speak, and understand English.
• Hold at least a third-class medical certificate.

A table is provided at the end of this section to help you compare the two types of certificates. Which certificate you choose to earn depends on why you want to fly. The recreational certificate is a good choice if you fly in rural areas and don’t foresee traveling large distances by airplane. If you plan an aviation career or want to fly long distances for business or pleasure, the private pilot certificate is the better choice. You can start with a recreational certificate and later receive the additional training for a private certificate.

The recreational pilot certificate requires fewer training hours than the private certificate and can be earned in as few as 30 hours as compared to the 40 hours needed for the private. The reasoning behind this is that as a recreational pilot you receive fewer hours of cross-country navigation training because you must remain within 50 nautical miles of your home base. You also won’t have to learn to fly in airspace requiring communications with air traffic control. And night operations and flight by reference to instruments, which are part of the private pilot training, are eliminated from the recreational pilot’s curriculum.

Because of the reduced training requirements, recreational certificate holders are subject to certain limitations and restrictions. As a recreational pilot, you can carry only one passenger in single-engine aircraft of 180 horsepower or less with up to four seats. That means you’ll just be taking one friend or family member at a time when you go for a joy ride. It won’t be a problem finding aircraft that meet the aircraft type requirements. Most general aviation aircraft that are inexpensive to rent or purchase fall into the above-mentioned categories.

As a recreational pilot, your flying must be during daylight hours in good weather. These weather conditions are defined under the FAA's visual flight rules (VFR). Is there anyone who doesn’t like blue sky and sun? You can fly no higher than 10,000 feet above sea level unless you happen to be flying over terrain, such as a mountain, that is higher than 10,000 feet. In that case, you can go over the 10,000-foot limit as long as you stay within 2,000 feet of the ground. Speaking from experience, when you go up really, really high, you can’t see much of interest anyway; flying at high altitude doesn’t fit with the point of recreational flying.

One limitation that may be a problem for some is that, without additional training and an endorsement (written authorization) from an instructor, a recreational pilot is restricted to flights within 50 nautical miles from the departure airport. In addition, you cannot fly in airspace that requires radio communication with air traffic control. Again, this limitation can be withdrawn if you get additional training and endorsements in your logbook from your flight instructor.

An endorsement might look like this:

Endorsement for a recreational pilot to conduct solo flights for the purpose of obtaining an additional certificate or rating while under the supervision of an authorized flight instructor: FAR § 61.101(h)(i).

One way to discover if either the 50 mile limitation or airspace restriction will really bother you is to take a trip to your local airport and ask a flight instructor, pilot, or student pilot to open up an aviation sectional chart (map) of the area and point out the 50 mile region. Take a close look, with their help, at what areas you’ll be able to fly over, around, and through. They should also be able to point out the airports without control towers that are within 50 nautical miles. These will be the airports that you will have access to while flying as a recreational pilot unless you get additional training and endorsements. As an AOPA member, you have access to AOPA's Airport Directory where you can find useful information on our country’s airports. The directory is available to AOPA members or on AOPA’s website (www.aopa.org/members/airports/).

Flying, like any skill, needs to be practiced. To encourage frequent practice so you won’t become rusty, the holder of a recreational pilot certificate with fewer than 400 hours of logged flight time must make three takeoffs and three landings every 90 days in order to be able to carry passengers. Although private pilots have the same requirements, there are some differences. Unlike a private pilot, if you go more than 180 days without logging any flight time, you’ll need to take an instructor with you to establish your currency. He or she will need to endorse your logbook, certifying that you are proficient. Even for a private pilot, six months is a long time to go without flying, but it can happen to any of us with busy schedules and bad weather. It’s always a great opportunity to spend time with an instructor who can help you improve your skills.

Who’s the best candidate for the recreational pilot certificate? Let’s imagine two people, Cliff and Jackie, and think about how each might benefit from a recreational pilot certificate. Cliff wants to learn to fly because it looks like fun, and he has always wanted to do it. Cliff is 45 years old, with an established career, a wife and a child. He and his wife don’t have much spare time, but they do have some discretionary income.

Jackie is 15 years old. She is still in high school and hasn’t decided what she would like to do yet. She thinks she will be going to college and is holding down a part-time job to help pay for her future education.

Both Cliff and Jackie are good candidates for the recreational pilot certificate. It may take one of them longer to earn the certificate than the other, but the total time and money it takes to acquire their recreational certificates should be less than to earn a private pilot certificate.

Because Cliff doesn’t have much spare time in his schedule, he will appreciate getting the recreational certificate with fewer flight hours than it would take to get the private pilot certificate. After he receives his recreational license, he can easily build the additional experience needed to get the private pilot certificate later. Meanwhile, he is enjoying doing something he has always wanted to do.

Jackie needs to watch what she spends. She is thinking of a career in aviation, perhaps aeronautical engineering. The fewer training hours required for the recreational certificate should require less money, yet she will have a leg up on other students should she decide to pursue a professional career in aviation. No matter what career she finally chooses, adding a pilot’s license to her resume will show that she has a high level of commitment and the ability to set and achieve goals. It’s a terrific resume enhancer. Remember AOPA has information on flying careers as well as information on scholarships and loans.

For some, the limitations of a recreational pilot certificate may be a disadvantage. On the other hand, earning a recreational certificate can be the shortest route to much of the freedom and fun flying has to offer. It is also a stepping stone to help you build experience should you decide to get your private pilot certificate later. Depending on your point of view and what you plan to do with your flying, the restrictions may not seem limiting at all.

A private pilot certificate is like a driver’s license. It allows you to fly anywhere in the United States and even outside the United States when you comply with regulations of the foreign country where the aircraft is operated. You can carry any number of passengers, and you can share certain operating expenses with your passengers. There are fewer limitations for a private pilot then there are for a recreational pilot. Although, there are currency and medical requirements to make sure you stay proficient and healthy, only a few other factors affect when and where you can fly. Once you earn your license, you are free to wander around in the skies below 18,000 feet above sea level to your heart’s content. You might take the family on a trip to see relatives in a distant state or use an airplane to shorten the time it takes to make business trips to another city.

*Indicates a limitation may be removed with additional training and/or endorsements.

One restriction to a private pilot’s freedom of flight comes from Mother Nature—the weather. There are certain weather conditions you can fly in and other’s you can’t, at least without additional training. As a private pilot without an instrument rating, FAA regulations allow you to fly only in weather classified under visual flight rules (VFR). You can, of course, overcome this limitation by earning an instrument rating for flying under instrument flight rules (IFR). Simply put, if it’s raining outside and you can’t see the neighbor’s house through the fog, you shouldn’t be wandering around in the sky unless you’ve been trained in the fine art of flight in instrument meteorological conditions. The instrument rating is something you can add later. Aviation Services has an information package on obtaining an instrument rating. Call 800/USA-AOPA for this free informative package.

With a private pilot license, you can fly at night as long as you have received the required night training. Training for night flying is almost always included as part of a private pilot training curriculum. Without a doubt, a crystal-clear, moonlit night is one of the most spectacular and beautiful times to fly.

Of the more than 600,000 pilots in the United States today, more than 247,000 hold private pilot certificates. The vast majority fly because of the fun, challenges, and opportunities that aviation offers. People of all ages and backgrounds fly. In a 1994 survey by Flying magazine and Sporty’s Pilot Shop, 77 percent of the respondents said they learned to fly for the challenge and excitement, and fewer than 8 percent said their primary reason for learning was to travel for business or pleasure. Mastery of a skill few others have is yet another reason. Some people have the mistaken belief that the younger you are, the better. Those of us who teach flying would argue that while it is true some young students may have quicker reflexes, what really counts in aviation is decision-making skills—skills that are acquired through experience, and older students have much more life experience to draw from.

Who’s the best candidate for the private pilot certificate? Again, let’s imagine two people. This time, their names are Susan and Dillon. Susan is 35 years old and working in a successful career. Dillon is 19 years old and working on his business degree.

Susan would like to do something challenging outside of her career. Recently, she went up with a friend for an airplane ride. At first, she was a little timid, but she soon began to enjoy herself as her friend explained what he was doing during the flight and let her fly the airplane. She loved the view and was surprised to discover that the actual flying was relatively easy. After they landed, her friend suggested she might want to consider flying lessons. Susan has enough money in savings, and her 8-to-5 job allows plenty of time after work and on weekends to take lessons.

Dillon has always wanted to be a pilot and would like to fly for a major airline. He knows that a college degree is necessary for most professional airline careers and is studying business at the university. He would like to begin working on his private pilot certificate and soon after that, the instrument and commercial ratings and the flight instructor certificate. Once he receives his flight instructor certificate, he plans on getting a part-time job teaching at the local airport while he finishes up his degree. As a flight instructor, he can get the experience needed to fly as charter pilot, eventually acquiring enough flight hours to apply to the airlines.

Dillon and Susan have different reasons for getting their private pilot certificates, but they are equally good candidates for a private pilot certificate.

"The moon is the first milestone on the road to the stars." –Arthur C. Clarke, author of 2001: A Space Odyssey

Aeronautical knowledge and FAA knowledge test
Pre-solo training
Solo training
Cross-county training (for private pilots)
Solo cross-county training (for private pilots)
Practical Test preparation
Practical Test

The certification requirements for both the recreational and private pilot certificates are found in the Federal Aviation Regulations (FARs) available through most flight schools, pilot shops, pilot supply catalogs and available to members, an AOPA website (www.aopa.org/members/files/fars/index.shtml). Within this hefty book, certification has a section all its own with the charming title Part 61—Certification: Pilots, Flight Instructors, and Ground Instructors. Part 61 also includes the privileges and limitations of each certificate or rating.

We all start out as student pilots. Before flying solo in the aircraft, you’ll need to have in your possession a student pilot certificate.

To get a student pilot certificate you must:

1. Be at least 16 years old (14 years old for operating a glider or balloon).
2. Hold at least a third class medical certificate.
3. Be able to read, speak, write, and understand the English language.

If you can’t meet the medical requirements, perhaps because of deafness or injury, the Administrator may place operating limitations on your pilot certificate that will ensure the safe operation of the aircraft. (The term "Administrator" is used throughout the FARs. It’s a term that conjures up a picture of the Great Oz from the Wizard of Oz. In reality, it means the Federal Aviation Administrator or any person to whom she or he has delegated her or his authority in the matter concerned.) AOPA’s Medical Certification specialists are available to assist members in getting their medicals or obtaining waivers. Call us at 800/USA-AOPA for assistance.

Usually the medical certificate and student pilot certificate are one and the same and are issued by a doctor, called an aviation medical examiner, who has been approved by the FAA to administer the medical exam.

The alternative to the combination medical certificate/student pilot certificate is carrying separate student pilot and medical certificates. The student pilot certificate can be obtained from an FAA flight standards district office (FSDO) or a designated pilot examiner. You still will need to go to an aviation medical examiner for your medical certificate. Save yourself the extra step by being sure to request a combination medical and student pilot certificate when you visit the medical examiner.

The combination medical/student pilot certificate is easy to carry in your logbook, wallet, or purse and required to be in your possession when you fly solo. The difference between the regular medical certificate and the combination medical and student pilot certificate is that, on the back of the medical/student pilot certificate, there is space for the flight instructor’s signature before you fly solo.

"Knowledge is an unending adventure at the edge of uncertainty." – Jacob Bronowski, English mathematician

Because the ability to "mind meld" isn’t within our human capabilities yet, you’ll need to study either on your own, through a ground school, or both. The good news is that the flight training industry has developed excellent books, tapes, videos, and computer training programs such as Sporty’s Academy and King Schools to help you conduct your own ground school training. These courses all but guarantee you will understand and pass the knowledge test. Keep in mind that you do not need to be an aeronautical engineer or math whiz, just diligent. And with home study programs, you can work at your own pace.

Many flight schools also offer scheduled ground school courses. At others, the instructors provide the ground school in conjunction with the flight briefing and in-flight training time you receive. There are ground schools offered at community colleges and high schools, and there are intensive weekend ground schools. Our Aviation Specialists will help you with any training questions.

What is the best way to prepare for the knowledge test? Again, this depends on the individual. If you are not motivated to study on your own, you will probably do better going to a scheduled ground school class twice a week. On the other hand, if you are self-motivated, you’ll have no problem with a home-study course, along with some guidance from an instructor. What about the intensive two-day, weekend ground schools that are offered? Personally, I think that if you are planning on spending the $150 to $200 for such a course, you should already have reviewed the material ahead of time. The sole purpose of these intensive courses is to prepare you to answer the FAA test questions. There is a big difference between knowing and understanding, or as Charles Kettering, the inventor of the electric starter, said, "You can know a lot about something and not really understand it."

No matter how you decide to prepare, the best thing you can do to ensure that you understand the material is to use a variety of resources. Read aviation magazines and try different books, tapes, and videos about flying—just because a book comes in a kit from your flight school doesn’t mean it’s the only one you should read. Perhaps a difficult subject area can be better explained by another author. Most of all, remember that flying lessons and aeronautical study areas are related. Go prepared for each flight lesson by reading ahead so you can get the most out of your investment.

When you’re ready to take the knowledge test, you will need to go to a designated testing facility where you will take the test on a computer. The flight school you attend may be set up to administer the test, or you can go to a private FAA-designated test site. SYLVAN offers discounts to AOPA members. The charge for taking the test is normally about $60. Your test results will be given to you immediately, and you’ll want to hold on to them because you’ll need to give them to the FAA examiner when you take your practical test. Once you have taken the knowledge test, you have 24 months to complete your practical test, or you’ll need to take the knowledge test again.

Sec. 61.87 Solo requirements for student pilots.

(a) -General. A student pilot may not operate an aircraft in solo flight unless that student has met the requirements of this section. The term "solo flight," as used in this subpart, means that flight time during which a student pilot is the sole occupant of the aircraft, or that flight time during which the student performs the functions of a pilot in command of a gas balloon or an airship requiring more than one pilot flight crewmember.

(b) Aeronautical knowledge. A student pilot must demonstrate satisfactory aeronautical knowledge on a knowledge test that meets the requirements of this paragraph:

(1) The test must address the student pilot's knowledge of--

(i) Applicable sections of parts 61 and 91 of this chapter;

(ii) -Airspace rules and procedures for the airport where the solo flight will be performed; and

(iii) -Flight characteristics and operational limitations for the make and model of aircraft to be flown.

(2) The student's authorized instructor must--

(i) Administer the test; and

(ii) -At the conclusion of the test, review all incorrect answers with the student before authorizing that student to conduct a solo flight.

(c) -Pre-solo flight training. Prior to conducting a solo flight, a student pilot must have:

(1) -Received and logged flight training for the maneuvers and procedures of this section that are appropriate to the make and model of aircraft to be flown; and

(2) -Demonstrated satisfactory proficiency and safety, as judged by an authorized instructor, on the maneuvers and procedures required by this section in the make and model of aircraft or similar make and model of aircraft to be flown.

(d) -Maneuvers and procedures for pre-solo flight training in a single-engine airplane. A student pilot who is receiving training for a single-engine airplane rating must receive and log flight training for the following maneuvers and procedures:

(1) -Proper flight preparation procedures, including preflight planning and preparation, powerplant operation, and aircraft systems;

(2) Taxiing or surface operations, including runups;

(3) Takeoffs and landings, including normal and crosswind;

(4) Straight and level flight, and turns in both directions;

(5) Climbs and climbing turns;

(6) Airport traffic patterns, including entry and departure procedures;

(7) Collision avoidance, windshear avoidance, and wake turbulence avoidance;

(8) Descents, with and without turns, using high and low drag configurations;

(9) Flight at various airspeeds from cruise to slow flight;

(10) -Stall entries from various flight attitudes and power combinations with recovery initiated at the first indication of a stall, and recovery from a full stall;

(11) Emergency procedures and equipment malfunctions;

(12) Ground reference maneuvers;

(13) Approaches to a landing area with simulated engine malfunctions;

(14) Slips to a landing; and

(15) Go-arounds.

Your first solo is a wonderful moment on your road to becoming a pilot. Your flight instructor is required to bring you to a place where, in his or her judgment, you have demonstrated satisfactory proficiency and safety in the maneuvers and procedures required for solo flight. In addition, your flight instructor is required to give you a quiz to determine if you have a satisfactory knowledge of the required aeronautical knowledge areas and characteristics and operating limits of the aircraft to be flown.

How quickly you solo will largely depend on how often you fly. The more time you can concentrate on flying and not spread out your lessons, the quicker you can acquire the knowledge and skills needed to solo. However, you are not competing against anyone else for the shortest time to solo. Learning to take off and land the airplane by yourself is an essential part of going solo, but so are other maneuvers and skills. Too many student pilots focus on the day they can land the airplane without realizing how much progress they are making at other important skills.

For example, flying the airplane while you are dividing your attention between operating the controls, looking for other air traffic, completing your maneuver, and communicating with air traffic control can be a challenge. The multi-task environment of flying will at first seem a little overwhelming. Don’t worry; your instructor will parcel the separate tasks out when he or she feels you are ready.

One important thing to remember during your pre-solo training is this: You will learn most of the fundamental and important maneuvers of flying. While doing so, you will establish habits that will stay with you for years to come. Nothing is more important than learning good habits. The law of primacy states that those things learned first create a strong, almost unshakable impression. In other words, bad habits are hard to break.

"On my way out of Stellar, I passed over a fair number of swimming pools, mostly in people’s backyards. Swimming pools weren’t, of course, special to the scorched Southwest; I had seen them almost everywhere I’d flown, shining up at my plane with a tart, unnatural blue. They were the most brilliant things to be seen from the air: America’s jewels."— Mariana Gosnell, Zero 3 Bravo-Solo Across America in a Small Plane

Here is how my first cross-country experience is noted in my logbook:

Private pilots need five hours of solo cross-county time as part of the minimum 10 solo hours. One solo cross country that is fun and always a great learning experience is the required flight of at least 150 nautical miles, with a minimum of three full-stop landings. One segment of this flight must consist of a straight-line distance of at least 50 nautical miles between the takeoff and landing locations. Again, just because the regulations give a minimum amount of time for a given aeronautical experience doesn’t mean you won’t need or want more. Planning and using your newly acquired radio navigation and pilotage techniques is both fun and challenging.

Here’s an example:

REFERENCES: AC 61-21; Pilot’s Operating Handbook, FAA-Approved Airplane Flight Manual.

Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to preflight inspection. This shall include which items must be inspected, the reasons for checking each item, and how to detect possible defects.
2. Inspects the airplane with reference to the checklist.
3. Verifies the airplane is in condition for safe flight.

REFERENCES: AC 61-21; Pilot’s Operating Handbook, FAA-Approved Airplane Flight Manual.

Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to cockpit management procedures.
2. Ensures all loose items in the cockpit and cabin are secured.
3. Brief passengers on the use of safety belts, shoulder harnesses, and emergency procedures.
4. Organizes material and equipment in a logical, efficient flow pattern.
5. Utilizes all appropriate checklists.

Your instructor should provide you with a copy of the test standards so you will know exactly what you will be tested on and what you need to do to pass. Flying is about having the right mental attitude. Golf is that way too, but I think flying is much easier.

Your instructor is also required to spend a minimum of three hours of flight training time preparing you for the practical exam. Being able to make the airplane do what you want just takes practice; after all, you are dealing with three dimensions, not just two as in driving.

Many schools estimate that a true average flight training time for a private pilot is between 50 hours and 60 hours for both Part 61 and 141 schools. Bob Hawk, FAA public relations specialist, in Washington, D.C., believes that 68 to 70 hours is the more likely average. The AOPA Air Safety Foundation reports the median time of its members to be 60 hours. A recreational pilot certificate should be attained in much less time.

What does this translate to in calendar time? If you live in a northern climate, it may take a year to 16 months simply because winter weather can interfere. For areas with mostly sunny weather, the time can be much less, even down to a few months or even weeks. Contact the Aviation Services specialists for a listing of flight schools nationwide.

Something you can do that takes a little time and doesn’t cost a cent but is immensely valuable is to spend time at the airport listening to others, watching airplanes take off and land, or visiting the control tower. Learning to fly is both an educational and social activity. Interacting with other students, pilots, and flight instructors during times you aren’t scheduled to fly is an important part of flying. If the airport is not convenient to your home, there are many educational video tapes available from King Schools and Sporty’s.

"Flaming enthusiasm, backed by horse sense and persistence, is the quality that most frequently makes for success." — Dale Carnegie

You can never plan for things such as a family emergency or the loss of a job. However, to the best of your abilities, you can keep focused on your goal in the following ways. First, write your goal down on paper. Then add to that a realistic date and time you think you will finish, then sign and date the paper and put it on the refrigerator.

You may laugh, but a contract with yourself is hard to break. By putting your commitment down in writing, you will establish a promise to yourself that is real and tangible.

Then tell everyone you know that you are learning to fly and that you would like their help in keeping you on-task if you get distracted. There is nothing better than having friends and family behind you.

Bring your family or friends with you to the airport occasionally to see what you are doing. Not only is it important that you have your family’s emotional support but to remember that it’s their investment too. Ask your instructor if family members can accompany you on your introductory flight. Be sure to introduce them to your instructor and the school’s staff. Help them get involved by suggesting they take a Pinch-Hitter course in navigation and communications (assuming they don’t want to learn to fly). These courses are offered by nonprofit pilot associations such as the AOPA Air Safety Foundation. Once you get your pilot certificate, you will find it makes flying all the more fun when you have an active and involved flying partner with you.

If your life requires your training schedule to be flexible and not schedule the same day and hour each week for lessons, then make sure you are on your instructor’s schedule for at least two or more lessons per week. Most people keep monthly planners. Marking out your schedule in advance, just like any other important meeting or event, will ensure you don’t let too much time go by between lessons.

Don’t get discouraged. If weather shuts down a flight lesson, go to the airport anyway. Use the time for a ground lesson or just to hang out and listen to pilots tell stories. Pilot stories beat fishing tales hands down! AOPA’s website has lots of materials to review plus training safety tips from Rob Machado, a well-known aviation humorist and instructor. You can access them from www.aopa.org/special/machado/index.html.

"Once I discovered that nothing teaches quite as well as letting my students experience ‘safe mistakes’ and then asking them what went wrong, I became a better instructor and my students learned faster."— Margaret Puckette

Think back to when you were learning to drive, or even the first time your parents took the training wheels off your bike. The motor skills required for riding a bike and driving now seem easy and effortless, but it wasn’t always so. The same is true with learning the motor skills involved in flying, with the exception that you may find flying the airplane relatively easy at first. Then as you progress, one day when you least expect it, a new skill, or even one you thought you had mastered, seems to elude you, no matter what you do.

Every pilot runs into challenging times. In fact, this learning lull is so common, it even has a name, and instructors formally learn about it during their training. The phenomenon is called a "learning plateau." It can happen at any time, and it can happen several times while you are in training.

The Aviation Instructor’s Handbook tells us that learning follows a consistent pattern that can be demonstrated if, for example, you write a word with the wrong hand. First you will feel clumsy and your progress is slow, but each time you practice, you receive clues for improvement. These clues help you modify the different aspects of the skill, for example, how to hold the pencil. Learning is usually rapid early on and then it slows or even halts. In the Aviation Instructor’s Handbook, it is described as follows:

"...in learning motor skills, a leveling off process, or a plateau, is normal, and can be expected after an initial period of rapid improvement. The instructor should prepare the student for this situation to avert discouragement. If the student is aware of this learning platform, frustration may be lessened."

Fortunately, these frustrating periods are usually of short duration. Just being aware that they exist can help reduce your anxiety and improve your outlook.

"We have to abandon the idea that schooling is something restricted to youth. How can it be, in a world where half the things a man knows at 20 are no longer true at 40—and half the things he knows at 40 hadn’t been discovered when he was 20?"— Arthur C. Clarke, author of 2001: A Space Odyssey

If you intend to make aviation a career, consider a flight program at a college, university (such as Embry-Riddle University), or specialized academy. Many schools advertise in AOPA Pilot magazine as well as other aviation consumer and association magazines. Aviation Services has a valuable publication titled AOPA’s Guide to Flying Careers which is available for a nominal charge. Members may also access this publication on the member section of the website (www.aopa.org/members/files/guides/careers.html).

For most, learning to fly is done as a fun and challenging recreational pursuit that also offers business and family travel benefits. For others, it is the beginning of a career path. Before selecting a school, you should consider your reasons for learning to fly, your learning style, and your lifestyle, as these factors will affect the type, and perhaps even the location of the school you choose to attend.

You will hear flight schools describe themselves as operating under Part 141 or Part 61. The terms Part 141 and 61 refer to the Federal Aviation Regulations under which the training is conducted. Both are approved to instruct candidates for pilot certificates. Another term used is ab initio training. Ab initio training means a student is trained from zero time to the point of being ready to step into an airline career job.

Under Part 141 of the Federal Aviation Regulations, a flight school is required to follow more structured paperwork, classroom facility, and curriculum requirements. For this added oversight and structure, the regulations allow the school to qualify a private pilot candidate in as few as 35 hours. However, this often-advertised advantage is usually not born out in reality, because few students can prepare for the final test in such a small amount of time.

The quality of training at a Part 61 flight school is typically equal to that at a Part 141 school. In fact, many schools offer both Part 141 and 61 options. In either case, they must train you to pass the very same practical test. However, training under Part 61 allows you more flexibility. There is no requirement for a set flight or ground training schedule, dedicated classroom, stage tests, or supervising staff.

If your goal is to fly for pleasure and occasional business, a less academic and structured environment might be better suited to your time schedule, whereas career-minded students should strongly consider a full-time program that gives them the ability to earn all necessary advanced certificates and ratings.

Schools also offer different payment options. Paying as you go is one method. If you choose this option, it is wise to have your investment already set aside in a savings or checking account. This way, you won’t be tempted to skip a valuable week of training just because you’re running a little short one month.

Some schools "guarantee" a certificate at a set price. Before depositing your money, ask about their refund policy, penalties for early withdrawal, or extra costs if you do not complete the course in the time they have allotted. Remember, very few students complete all the requirements for a certificate in the minimum time. Don’t set unrealistic standards for yourself or allow the school to rope you into thinking price is the most important aspect of your investment. You should never rush or be rushed through your training.

A hybrid of the first two methods is to pay for blocks of time. Many schools will offer you a discount for keeping money on account. Your account is then charged after each lesson. Again, make sure you understand the terms.

The best way to find out about a flight school is to visit the school. Look at the facilities and chat with current students. Do they have problems scheduling an airplane? Are the instructors on time for lessons? Have they experienced cancellations of lessons so the instructor could take a charter flight? Are the premises clean and do they reflect a pride in what they do? Are you treated well the minute you walk in the door?

Finally, consider how easy it is to get to the school. You may find that the advantage of an easy commute outweighs other factors in your choice.

The gift of teaching is a peculiar talent, and implies a need and a craving in the teacher himself. – John Jay Chapman

Like ducklings imprinting on the first thing they see, I have watched many otherwise normal people, including myself, become the student of the first instructor they meet. Many times, this turns out just fine. On the other hand, you will be investing both your time and your money; consider your options very carefully.

Having a choice of flight instructors may not be as easy as it seems. Some flight schools have an unwritten rule that the flight instructor who takes you on your first lesson is given the first opportunity to pick you as their student. This does not mean you must pick them. Interview several instructors or even take several introductory lessons at different schools to find the instructor who is best for you. The few extra dollars will be well spent.

Here are 10 tips for selecting a flight instructor:

1. Start by asking questions. Is this a full- or part-time job? If part-time, will your schedules conflict? Is the instructor interested in an airline career? This is important because, should they leave for a position with an airline while you are still their student, you will have to build a new relationship with a different instructor. Although there is nothing inherently wrong with changing instructors, the nature of the relationship you have with your instructor is built over time. Adjusting to a new instructor takes your time and your money.
2. Ask him or her to explain a technical point. For example, how is lift created? How does an airplane stall? An instructor may have a teaching style that doesn’t work for you, so test it out. This will give you a chance to see if the instructor can effectively teach the groundwork as well as the airwork, in a way that makes sense to you.
3. Do some research. AOPA Project Pilot instructors can be found by calling 1-800-USA-AOPA or by visiting the CFI database on the AOPA website (www.aopa.org/learntofly/). Another good source for finding an instructor is NAFI, the National Association of Flight Instructors, based in Oshkosh, Wisconsin. Among the important contributions this nonprofit organization makes to the profession of flight instruction is a code of ethics for members and a Master CFI Designation program. The Master CFI Designation identifies flight teachers who have demonstrated a commitment to professional growth and service to the aviation community.
4. Take several introductory flights. While flying with different instructors, compare and contrast their teaching and communication styles. Ask to be taught the same maneuver each time so that your in-flight evaluations are based on the same parameters.
5. Is the instructor patient? Learning to fly requires lots of practice for you and a strong dose of patience from the instructor. A good instructor will encourage repeated practice of new maneuvers. If after a fair amount of practice you still aren’t progressing, instead of getting upset, your instructor should be willing to find a different way of presenting the same information—even if it means handing you over to another instructor for a different perspective. After all, part of their job is to communicate effectively with you.
6. Does the instructor exhibit a sense of humor? Along with this comes the ability to incorporate positive reinforcement throughout your lessons. A little humor and positive reinforcement actually helps the learning process.
7. Beware of the "macho" instructor. If, while you are interviewing your instructor, you find he or she likes telling stories of daring and bold stunts, you should realize that the stories are probably not true and you don’t want to learn this person’s bad or unsafe habits. Either way, stay away.
8. What is the instructor’s student load? A good instructor will give you their full attention from the time your lesson begins, including during the preflight, to the conclusion of your post-flight briefing. Avoid instructors who are always running late or rushing off to meet their next student without giving you a full pre- or post-flight briefing.
9. Is their appearance professional? A small, but important, factor is the instructor’s grooming and attire. Instructing is not a suit and dress profession, but a clean and neat appearance does reflect a professional work ethic.
10. Follow your intuition and gut feelings. There is a lot to be said for personality. If you hit it off and like your instructor, chances are the time spent side-by-side with him or her will not only make your learning time more pleasurable, but will produce a lasting friendship.

"What we obtain too cheap, we esteem too lightly…" — Thomas Paine

Most people are surprised to find that learning to fly is quite affordable. However, when you investigate flight training, you may find a bewildering variety of prices. That’s because the more tangible and comparable values, such as the type and age of aircraft you will fly, location of the flight school, and regional competition, all factor into the price of training. Another even more important variable is your personal commitment and the enthusiasm you bring to flying.

Because the cost of learning to fly varies nationwide, we can only give you an estimate based on some of the minimum items figured into the price of training. The actual cost of these particular items may be lower or higher where you live.

That’s not bad for an educational investment that will change your life, teach you a skill that few others have, and give you the freedom to go farther, faster.

I would wager that anyone reading this can think back on a time when, after shopping around, they chose to purchase the lower price product or service, only to find later that it didn’t live up to their expectations. In aviation, as with any business service, price and value are tied together. That doesn’t mean you can’t find safe and effective training for less. Older aircraft, if properly maintained, make excellent training aircraft. A hangar with a table and a chalkboard can make a fine school.

There are always ways to cut costs. You might find that joining a flying club will give you better "group" rates, or you may find a less expensive airplane to rent at an airfield a little farther away, or you may simply finish up in fewer hours then it takes the average person.

One thing is certain—no company can offer the cheapest rates, the highest quality instruction, properly maintained aircraft, and above-average service. In aviation, as in other industries, you get what you pay for.

"He was flying a German Klemm mono-plane equipped with a ninety-five horsepower British Pobjoy motor. If this combination had any virtue in such vast and unpredictable country, it was that the extraordinary wingspan of the plane allowed for long gliding range and slow landing speed." – Beryl Markham, West With The Night

The ones that you will most likely train in are designed to be simple to use and sturdy enough to withstand abuse from student pilots practicing takeoffs and landings.

For primary training, single-engine, fixed-gear (the wheels do not retract) aircraft are most commonly used. Just like cars, they come in different sizes and shapes. You have probably heard the names of most of the manufacturers: Piper, Cessna, Diamond, Beech, and Grumman. AOPA’s aviation specialists have information packages available on the most popular training aircraft. Just contact us at 800/USA-AOPA for your free aircraft information package.

Chances are, you will learn to fly in either a Cessna or Piper. Diamond Aircraft, a Canadian corporation, is a relatively new manufacturer of training aircraft. Its sporty-looking Katana DA 20-AI and DA20-CI are now being found at larger aviation schools. Beech and Grumman training aircraft are even less common.

Cessnas are high-wing airplanes, meaning that the wing is above the fuselage. The most common Cessna models are the two-seat 150s and 152s and four-seat 172 Skyhawks. The Piper Tomahawk and Warrior are low wing. The Tomahawk has two seats, and the Warrior is equivalent to a Cessna Skyhawk. The Diamond Katana is also a two-seat low wing. The Katana is a very sporty-looking airplane built from advanced composites with a bubble-like canopy, and features joysticks instead of control wheels.

Sitting in a 152 or Tomahawk is just a little roomier than sitting side-by-side on a motorcycle. The 172 and Warrior compare in comfort to the roominess of an old Volkswagen Beetle. They are all excellent trainers. The 150s, 152s, and Tomahawks are usually the least expensive to rent.

Your training aircraft will be part classroom and part travel buggy. Drawbacks to the 150/152s and Tomahawks are that the smaller two-seat trainers do not provide much in the way of comfort and speed. Larger size students may want to try out both a two-seat and a four-seat aircraft to see which fits best. One advantage of the smaller trainers is that they are more economical to fly. As you progress to cross-country flight training, you may want to move up into the comparatively larger Skyhawks and Warriors for more legroom, larger fuel tanks, and the greater range and speed they can offer you.

Your choice in trainers usually comes down to what the flight school or flight instructor prefers. What about the differences between high-wing and low-wing aircraft? There are advantages and disadvantages to both. If you have the option, fly one of each and see which you prefer. For training purposes, the instructor you fly with is more important than what you fly. Any good training aircraft will serve the purpose if you have a knowledgeable and dedicated instructor to teach you to fly it right.

Without insurance coverage, you could be flying an aircraft worth tens of thousands of dollars with no protection. In the event of an accident, aircraft damage and liability could turn out to be your responsibility. A non-owned aircraft insurance policy is available for students and pilots from AOPA. For information and a brochure, call the AOPA Insurance Agency at 1-800-622-2672. It just makes sense to consider protecting yourself and your family.

Even with all the freedom to use your newly acquired skills, you may experience a certain amount of disbelief that you are indeed ready to be set loose without any oversight. There may even be a feeling of not knowing what to do. After all, since you started your training you have been concentrating so hard on reaching your goal, it may not have occurred to you to think about what’s next.

A good way to start is by taking your friends and family on local scenic tours. At first, make the trips short—an hour or less. It is fun to share your world of flight with family and friends. Just remember, flying is new to them; try not to spoil their first flight by taking them up when the air is bumpy. The same goes for trying to impress them with stalls or other maneuvers—save that for when they are more experienced and comfortable with flying and your abilities.

Consider going to neighboring airports and meeting the pilots and operators there. During the summer, many airports advertise fly-ins. These fun aviation gatherings make excellent meeting places, where you will also see a variety of general aviation aircraft.

If you are planning on visiting other airports with your family or friends, try taking along a picnic lunch or finding a nearby restaurant. This way, your trip will include time to relax and enjoy the destination as much as the scenery on the way. While you are visiting, spend a little time in the pilot lounge, meeting and talking to other pilots. There is sure to be a story or two for you to learn a lesson from and enjoy.

At your home airport, try introducing yourself to aircraft owners and AOPA members. It never hurts to ask if they would mind taking you up for a ride in their cherished chariot. You will learn by observing how other pilots fly, and you can build up your experience in how a variety of aircraft handle.

Think about taking a fun flying adventure. If you like to golf, find a course that you have been wishing you could get to if only it wasn’t so far away, and fly there. Often times, golf courses close to airports will even offer courtesy pickup. The time you save by flying can be spent enjoying that totally fun and frustrating game of hitting a little white ball. The same goes for fishing and other outdoor sports. If your own gear is too big for the airplane, rent what you need when you get there.

Discover new vacation spots by planning longer, two-or three-day trips that get you away from your "home" territory. Longer trips are usually more fun and challenging to your navigation skills, too. Go across the state or to another state. As a member of AOPA, you can receive AOPA’s Airport Directory, which is packed with useful runway and service information. By talking to a few old-timers, you can get "inside" tips on fun and interesting places such as airports with museums, camp sites, and even resorts. Of course, one such adventure is planning and taking your first trip to the largest fly-in of all—Oshkosh.

As a member of AOPA, you can receive free international travel planning assistance. Helpful aviation specialists can answer your questions about foreign ATC rules, customs procedures, aeronautical chart selection, even destination packages and other international flying assistance. The ability to go somewhere "exotic" by your own hand is one of the great advantages of having a pilot certificate. Canada, the Bahamas, and Mexico are common vacation sites for pilots. International Portfolios which contain country information as well as U.S. Customs documents are also available for a nominal fee. Contact us at 800/USA-AOPA for any of these services.

Practice. Practice. Practice. As pilots, we never stop learning and practicing. Practice crosswind and short, and soft-field landings to stay current. The same is true for keeping your night flying experience current. Schedule a little more dual with an instructor. There is no reason not to go up between flight reviews for additional training. Have an instructor teach you some commercial maneuvers. Lazy eights and chandelles are fun to learn and considered performance maneuvers that increase piloting skills and technique.

Add a rating to your resume. Get an instructor to join you behind the wheel of a high-performance or complex aircraft. Another very popular, but increasingly harder to find, add-on is training in conventional-gear aircraft—otherwise known as taildraggers. Take yourself back in time by improving skills with a simpler—though not necessarily easier to fly—older aircraft. Adding the tailwheel endorsement is a fun and challenging way to improve your stick-and-rudder skills. Of course, there is nothing like adding an instrument rating to increase your skills and give you more travel options. In fact, both the instrument rating and commercial pilot certificate are required if you are thinking of becoming a professional pilot.

Owning your own aircraft can make it even easier to plan and take longer trips. AOPA offers members helpful buying advice, escrow services, and insurance. The places you can go are limited only by your desire and imagination. They can be as simple and fun as weekend trips around the traffic pattern or as exotic as a vacation to a foreign country. When and wherever you fly, the investment you made in fulfilling your dream will come back to you many times over—enjoy!

Let our AOPA Aviation Services experts help. All aviation specialists have been through the same training process and they can offer solid advice to quiet fears and suggest ways to make flight training a pleasurable experience.

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