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FAQ - Frequently Asked Questions about pilot training

Q. Is there a maximum age as to when one can start pilot training?

There's really no age limit as to when you can start to fly. A logical self-assessment is a good idea before you take the plunge, but as long as you are fit, healthy and take good care of yourself, you should be fine. Of course, before you start your lessons, you can always get your Class 3 medical clearance to make sure you meet the parameters for flying.

Existing conditions such as Narcolepsy, Cancer, Diabetes, Heart Conditions, Blindness, Tumors, Deafness, degeneretive diseases and/or physical disabilities that would affect your ability to control an aircraft (if modification to the aircraft to assist you to fly was not possible) will likely preclude you from flying, but check with your aviation examiner to be sure.

All aviation medicals must be conducted by a medical examiner approved by the FAA. Please contact the FAA for a list of examiners nearby to you.


Piper Cherokee

Q. What type of aircraft will I have my pilot training in?

Typically, most students start out in a light training aircraft such as the Cessna 152 or Cessna 172 (or Skyhawk), or the Piper Cherokee, or Piper Warrior. The Cessna 152 and Tomahawk are two seaters and each cruise at about 90-100 knots. Both the Skyhawk and Warrior are four seaters and cruise around 110-120 knots.

Additionally, the type of aircraft you may learn to fly in will be dictated by what your flying school/club has available, and your physical size (see How much will it cost to fly).



Wing view of Central Jersey Aiport

Q. Which is better.....high wing or low wing?
Both types of aircraft have their advantages and disadvantages. A high wing is predominantly better for sightseeing, but it is susceptible to ground effect upon landing. Also, one has to be mindful when turning (banking) in a high wing, as the wing will block any other traffic in the direction of the turn. High wings really teach the student the importance of coordinated flight (using rudder and ailerons in unison to achieve smooth flight).

Low wings are generally also quite easy to fly and they afford very generous forward and upward visibility. Banking in a low wing such as a Piper doesn’t require an as involved use of the rudder as compared to a low wing. There really isn’t a preference as to which is the better aircraft to fly. Generally however, most flying schools seems to prefer the Cessna high wings.

Some students initially start their flying training with a fear of heights. While this generally becomes tolerable with time and exposure (ie. Get up and fly, fly, fly!), these students do say that they find the presence of a wing underneath them reassuring!


Me standing by my Piper Cherokee

Q. How long will it be until I can initially fly by myself?

There are no published minimum hours before a student can solo. It is up to the student’s instructor as to when they feel their student is ready to take to the sky alone. The current average time for a student to solo is approximately 18-22 hours, however, some have done it in less time than that (13-15 hours), and some take a little longer than the average as everybody learns differently. The emphasis is not to rush to break any ‘speed to solo’ records. Rather, the student should consider these early lessons as highly formative and garner as much experience as possible before rushing to embark on their ‘solo moment’. In addition, certain regulatory criteria must be met before a student can solo. For example, the student will require a current Class 3 FAA Medical Certificate; satisfactory completion of a pre-solo written test; and log book sign off (with solo limitations) from their instructor.



On Final at Central Jersey airport runway 7

Q. How much does it cost to fly?

There are two components of cost in learning to fly.

1. The aircraft rental. In the USA, from approximately USD $50-65 per flight hour (Cessna 152 & Tomahawk), $69-$105 per flight hour (Cessna 172, Piper Warrior). Depending on their geographic location and operating costs, some schools charge significantly more than these averages. It is important to note that all fuel costs usually are inclusive of the hourly rental rates, even when you take an aircraft on a cross-country flight.

2. Instructor time depends on the experience and credentials of the instructor (ie. CFI, CFII) and the published rates at the flying school. Factor approximately from between $20-$45 per hour for the instructor. Instructor time is usually calculated from the Hobbs meter as well, but generally, instructor time is not taxed.

Also, if you learn from a flying club as opposed to a Part 61 or Part 141 school, the aircraft will probably be cheaper to rent, but there will be a small fee for membership (approx. $22 per month) and likely an annual fee for insurance. In addition, most clubs have one time start-up fees (about $150). Some clubs also allow family members to only pay the extra insurance - not the monthly or startup fees.

The greatest cost is outlaid before the student solos, as all of these hours are known as 'dual instruction'. In dual instruction, the student basically also pays for the instructor’s time as well as the cost of the aircraft rental when the Hobbs is turning. When you solo, you will only have to pay for the flight hour rental, unless your instructor spends 'billable' time with you doing some groundwork (ie. Pre-flight briefing and/or pre-flight aircraft check) each time before you fly solo.

The cost of the aircraft rental is directly calculated from what is known as a 'Hobbs Meter'. The Hobbs is a mechanical counter gauge that turns over whenever the master switch of the aircraft is on (units are recorded in tenths of on hour and that's how you are charged). You'll only end up paying for the time used while the aircraft engine is physically running (ground taxi, departure run up and flying). The time you spend in the aircraft conducting your pre-flight to ensure proper operation of the aircraft before flight is not charged for, nor is securing the aircraft after you finish flying. If the Hobbs indicates you a 1.4 hour differential between when you started and when you finished, and the cost is $54.50 per hour, your cost to fly for that period will be $76.30 plus applicable taxes.



Cessna 150 at the EAA meeting at Central Jersey

Q. Should I purchase my own aircraft for my pilot training?

This is certainly a valid option if you have the money, although most student pilots fly by the loose change in their pockets! Owning your own aircraft can be a rewarding experience, but can also be frought with peril for the inexperienced. It is recommended to learn about aircraft and aircraft systems before you rush out and buy your own aircraft. Also, you need to ensure that your instructor will fly with you in your own aircraft, and that it is suitable for flight training in your geographic area.

Used Cessna 150/152's and Piper Tomahawks run approximately USD $15,000 to $25,000, Cessna 172's run approximately $25,000 to upwards of $150,000 and Piper Warriors are approximately $18,000-$35,000. In addition to the aircraft cost, you have to factor in hangar/storage costs, insurance, annual inspections and all maintenance/replacement parts.

Aircraft partnerships are also a good way to become involved in owning an aircraft if you cannot afford the cost of a whole aircraft yourself. In a partnership, anywhere from 2-6 individuals buy a 'share' of the aircraft and each contribute to it's running, maintenance and storage costs. The downside to a partnership is that is the aircraft is damaged, it needs to be fixed before it can be flown again. Also, it may be booked by another partner when you wish to use it. And, sometimes the partnership can be dissolved and the aircraft sold when enough of the partners want out.

Q. Can I take passengers while I am a student pilot?

Federal Aviation Regulations (FAR) state that a student pilot is prohibited from carrying passengers in their aircraft at any point until they are fully certified as a private pilot. The exception to this rule is when the student has a CFI (or higher) in the aircraft with them who also has access to their own set of flight controls; then a passenger(s) is permitted to fly with the instructor and student.

If your passenger is potentially interested in learning to fly him or herself, a good alternative than flying with a new student and their instructor is a no-obligation intro lesson (also known as a ‘Discovery Flight’) of their own with just your CFI or another CFI. These are generally 30 minutes to one hour in duration, and cost anywhere from $30-100 (usually about $50-60).



Aeronca Champ EAA meeting at Central Jersey

Q. I'm talking with an instructor who is a CFI, but I see some other business cards on the counter from other instructors that say CFII. What is the difference between a CFI and CFII?

A CFI is a flight instructor certified to instruct in VFR pilotage technique (Visual Flight Rules) only. VFR pilotage must have reference to the horizon as well as other FAA rules (see VRF minimums). A CFII may instruct a student in both VFR flight and IFR flight (instrument flight rules) such as when flying into clouds, or by map navigation without reference to the ground.

A CFI is a fully certified flight instructor and is just as capable of teaching you to fly VRF as a CFII. The CFII can also teach you instrument flying as well. But apart from the 3 hours of required actual or simulated instrument time required to get your private pilot certificate, you won't need to learn to fly on instruments alone unless you want to achieve an instrument rating. And you cannot achieve an instrument rating until well after you have obtained your VFR private pilot's certificate.

Q. I'm not so great at Mathematics and numbers. How much math is involved in leaning to fly?

Can you operate a calculator? In all honesty, the mathematics involved are not that scary! Practically anybody can learn to fly. Sure, you’ll have to learn about aerodynamics, navigation and weights and balances, but there are a number of invaluable tools such as digital flight calculators that will help you calculate and prepare the information you'll require. What’s more, a number of the well-written and pictorial text books such as the Jeppesen Private Pilot Manual help explain the theory behind the principle of flight and as such, make understanding learning to fly a whole lot easier!

Also, a great instructor will help you through the mathematics by making it easy and relevant to understand. A good teacher is worth their weight in gold!



Aeronca Champ EAA meeting at Central Jersey

Q. What sort of equipment will I need to buy to start pilot training(ie. kneeboard, EB6 etc). How much will it cost me?

Typically, a student will need to acquire his or her own headset. Although many schools will provide a student with a headset to borrow at no charge, it can get rather unhygienic to use a 'public' headset! For General Aviation, headsets come in two types and depending on which of the two you prefer, can cost approximately USD $150-$300 for a passive headset, and from USD $350-$700 for an active noise reduction (ANR) headset.

When you first start out, in order to save a little money, you might consider purchasing a passive headset. You can always graduate to an active noise reduction headset at a later date and turn your passive headset into a spare for your passengers after you become certified. However, please note that some cheaper passive headsets will not provide an adequate level of noise reduction for the piston-engine aircraft that you fly. Inadequate hearing protection can lead to induced fatigue and long term hearing damage. You really do get what you pay for, and a headset is the last thing that you want to skimp on!! If you already have sensitive or damaged hearing, you may want to consider spending the extra money and acquiring an active headset from the onset of your training.

You’ll also likely want to buy a kneeboard. This tool is used for keeping critical information at hand when flying (ie. Landing clearances, radio frequencies etc). These run approximately $10-15, but can cost more for some of the larger versions.

Flight planning is a necessary part of aviation, and as a result, you’ll also need to buy an ‘EB6’ flight calculator. In manual form, these run about $12. Digital versions that perform the calculations for you (you still have to input the data!) and run approximately $60-80. Your instructor will also have you purchase a paper 'sectional' map for your geographic area – figure about $8-11 for one of these. FAA requirements state a student must have a sectional when they solo. Sectionals expire every 6 months and regulations prohibit flight planned with an outdated map.

To organize everything, you might like to buy a flight bag ($40-80). Oh, and don’t forget that cool pair of aviator sunglasses and flight jacket to complete the look! All jokes aside, a good quality pair of sunglasses are essential for flying. Poor quality, optically inferior lenses will induce premature fatigue, and may not allow you to clearly see air traffic and ground navigation identifiers and hazards.

For your ground training, you’ll need to buy training textbooks such as the Gleim, King or Jeppesen series. Certain companies like Sporty’s allow you to take the FAA practice tests online for free too.

There are a number of retailers that can supply you with this equipment, but you can also pick up good condition, used equipment and textbooks from online sites such as Ebay, Amazon and Half.com.

As a final point, some other items you might like to purchase:

1. Flashlight with removable red filter for looking into the engine compartment, viewing maps in low light etc
2. Can of 'Plexus' for cleaning the windshield and a soft cotton or paper towel. Rental aircraft are known to have notoriously dirty windshields (As a side note, Windex and equivalents should never be used on aircraft windshields)
3. Fuel tester
4. Calibrated fuel level gauge for the appropriate aircraft and fuel tank size
5. Handheld Nav/Com aviation radio...should you lose your aircraft radios, this can be used as a backup. Handhelds are also great to listen to ATC and pilot communications on the ground, or while you are preflighting your aircraft!



Cockpit shot of an Aeronca Champ at EAA meeting at Central Jersey

Q. What is GPS, and do I need one?

GPS or Global Positioning Satellite utilizes a system of 12 satellites positioned in geo-stationary orbits above the earth. The satellites provide reference data for GPS receivers in aircraft, boats and vehicles. GPS can provide moving accurate location of position anywhere on the Earth's surface to within 10-15 feet accuracy. GPS is utilized by all of the major airline carriers, and general aviation.

The GPS system is an invaluable tool for pilot's on long cross country flights, or international flights. While GPS can also be used for much shorter flights, you likely won't be using a GPS when you first start learning to fly. Flight training utilizes manual navigation principles such as map-reading and instrument navigation (ie. ADF, VOR). The concept is that should these electronic devices fail in flight, the pilot can rely on the skills learned in basic training and utilize basic 'pilotage' to safely navigate his or her aircraft.

Q. Turbulence scares me. Will I get used to it?

Hard to say for sure as everybody is different, but most people who are scared of turbulence are scared of it because they don’t understand it. As you progress through your flying theory, and take to the skies when you fly, you’ll begin to see that turbulence in and of itself is not to be feared, but respected as natural weather phenomena.

Turbulence in the air is like bumps on the road that you encounter while driving. Sometimes there's a lot of turbulence and other times there's very little or none. It can be troubling at first (just like road bumps at night as a new driver) but after a while you learn how to handle it. Chances are, that after about 2-4 hours of flying lessons, turbulence won’t even bother you any longer! It just takes some getting used to, that's all.

Q. I'm afraid of heights. Should I try to learn to fly?

Basically, fear of heights is the same as getting used to turbulence! Continued exposure to a fear can help you overcome it. You just have to keep flying and eventually, the fear should pass. Certain configurations of aircraft can assist people with their fear of heights.

It is also worth noting that the professionalism and flying ability of the pilot in command plays a big influence in the perception of the fear of heights in the affected individual. Smooth, gradual flight will generally make a person new to general availation feel more at ease than a pilot eager to impress you with their aerobatic skills!

In fact, you might be surprised to learn that more than a few pilots are indeed afraid of heights and still fly regularly and have fun doing it. Fear of heights can be independent and does not interfere with flying.

Q. What if I get airsick/throw up when I fly?

Many new pilots encounter a little nausea while they are first starting out. This is caused by seeing something that their brain hasn't yet learned to handle (like the horizon going by in a turn). Your CFI has seen it before and will help you get through it. Once your brain adjusts to the sights and sensations associated with flying, motion sickness should not bother you much at all. Unless you decide to try aerobatics, flying should be gentler than most amusement park rides.

However, if you are still having trouble adjusting to the motion sickness/nausea after you fly for several lessons, there are a number of non-drowsy over the counter medications available which can help counter the effects of motion sickness. Also, it is perfectly acceptable to carry a sick bag when you fly too. Looking outside the cabin will help you overcome the sickness, as well as not reading while flying.

Q. What type of headset should I get?

Please see: What sort of equipment will I need to buy to start flying

Q. It's not exactly cheap to fly. Can I charge my passengers to fly with me?

Federal Aviation Regulations state that a certified private pilot can only recover from every passenger an even pro-rata share of all the associated costs of aircraft rental and operating costs. However, the pilot also has to contribute his or her own even pro rata share to the flight as well. A private pilot cannot be paid a wage or salary to fly passengers, except in as much as if the pilot were flying fellow employees on a company-sponsored trip, and was not compensated any greater other than their regular salary.

Q. The radio seems daunting! How will I ever learn to talk like the pro's on this thing?

The radio can be a scary thing when you first start pilot training! Here you are, piloting and trying to keep the aircraft on course, watching for other traffic, monitoring weather and ATIS, and then you have to also accept commands from Air Traffic Control (ATC) and engage in two-way communication with ATC and other pilots.

Working the radio will be difficult at first, but like anything, practice will make you more proficient. You’re a student and you’re allowed to make mistakes, as long as those mistakes are recoverable! Your instructor will initially help you with the radio. In fact, he or she will likely work the radio completely for you during the first 4 or 5 lessons, allowing you to concentrate on flying the aircraft.

Flying an aircraft generally requires intense concentration and at times, information overload can be experienced. One cannot remember everything they hear, so using your kneeboard is an invaluable tool for radio work. You can write down headings, altitudes, clearances and directives on the board and have them available for later use. Correct hearing and read-back of ATC information promotes a safer environment for all pilots. Additionally, a kneeboard serves as a useful hard surface to write down (and retain) your weather briefing information before you fly!

To help with radio training, there are a number of very good radio simulator programs available for your home computer (ie. Comm1 software). These programs read out a (pre-recorded) actual ATC radio voice string, and you then practice reading it back into a real headset (supplied with the program). You get to hear yourself compared to a real ATC controller, without the pressure of being up in the air. At under $100 complete, this is an invaluable package.

Helpful links
Please click here to access our aviation forums
The members of our Aviation Message Board are all pilots or interested in aviation and we even have a few flight instructors as members.

AOPA - The Aircraft Owners and Pilots Association (AOPA), is an association that serves the interests and needs of its members as aircraft owners and pilots, and establishes, maintains, and promotes the economy, safety, and popularity of flight in aircraft.It is mostly targeted to defend and promote General Aviation.

EAA - Experimental Aircraft Association, association dedicated to Recreational Aviation, an international 170,000-member organization encouraging and supporting recreational and sport aviation, and the Home of EAA AirVenture, The World’s Largest Aviation Event