Pilots on the Board

[mesquito_creek]

That’s absurd. They need to start designating more pilot examiners then.. I hope you sent complaints to the FAA. That’s a lot of extra money you had to shell out to stay current.

The extra hours probably didn’t hurt… but it did cost a bunch of money

 

[SJP]

Private - not commercial - I fly for me (and my family) and it has been life changing. Everything @rrrr posted is 100% spot on. Read his post regarding medical 5 times. I chose to buy the plane before even beginning my training. It saved me time and $. I have a buddy that bought an SR20 and put it on the flight school rental line and he is actively training making passive income and training for free. His sons are also getting their PPL.

A friend of mine on the boards who got me into aviation told me the following three equal requirements in no particular order to become a pilot.
1. Money - need to have enough to get into hobby but a lot guys can swing it.
2. Time - need to fly regularly to be safe and proficient. A standard 9to5 is pretty tough to be dedicated.
3. Mental Dexterity - you cannot be a wingnut.

The reason there are not a ton of pilots is a small percentage hold all of the above.

 

[Sleek-Jet]

Getting a medical isn't that difficult, even a second or first class. There are far more avenues for issuance then when I started 30+ years ago. I've got a friend that is getting his medical back after a stroke. So don't sweat it, talk to an AME if you have any serious medical history (heart attack, diabetes, sleep apnea, ect... ) The bar isn't that high for entry.

Someone once said the FAA is hypochondriac by proxy, and it is true.

 

[rrrr]

I apologize for another ridiculous TLDR post. @Sleek-Jet is correct.

Most people that apply will qualify for a medical and walk out of the AME's office with the paper.

But here's how even the most innocent and minor medical issue can be the brick wall that stands between an excited teenager and his desire to fly. This problem happens more than one might think, because since the 1990s, hanging an ADHD diagnosis on a third grade boy is done as easily as that boy will scrape a knee playing soccer at recess.

Suppose that eight year old boy was having some difficulty with schoolwork, and seemed a little bit aggressive to his gender studies degreed teacher. She recommends a doctor that had treated a boy in her class earlier in the school year. Our subject student was taken to that doctor by his mom, and diagnosed with ADHD.

His mom filled the script for Adderall. The boy quickly found out all it did was make him feel queasy. After six months, his parents couldn't see any change in his active behaviors and forgetfulness, so they stopped the Adderall. They went to another doctor, and he gave them some guidelines about discipline, and advised less social media and a structured bedtime routine.

By the time the boy's tenth birthday rolled around, his grades were good, he had made new friends, joined a soccer team, and his parents were very happy with their son's academic and social successes. They decided the ADHD diagnosis and medication was something that doctor rountinely used as a cure all, and while their son was a little different than his more serene older brother, he was completely normal. It was a non-issue.

As the boy grew older and enrolled in high school, he decided after graduation he wanted to become a pilot and perhaps pursue it as a career. His visit to a flight school had gone well, and the director of the school told them the first step on the journey was obtaining a third class medical. With his dad's help, he filled out the 8500-8 MedXPress form online.

When he came to the questions about medical history and such, they went ahead and reported the ADHD diagnosis and the 15 months he took Adderall. After all, that was almost ten years.ago. It didn't seem to be something that was important, and they wanted to make the application as accurate as possible. After the document was completed, they printed it. The boy was excited his appointment with the AME was in the morning.

When they went to the AME, the doctor took note of the ADHD diagnosis, and made a knock off comment that the FAA medical branch would have to review it. The doctor attached his notes to the 8500-8, and sent it off to the FAA.

Because of chronic delays that have been the norm for years, another sixteen months passed, but the kid was thrilled when he finally received a letter from the FAA. He expected it to contain his Third Class medical certificate. He was stunned when he read the letter. It said the FAA wanted a complete and detailed history of his doctor visits as a child, and to include insurance and pharmacy records.

It also informed him because of his ADHD condition (their default position is that it NEVER goes away) he would have to consult a specialist AME, known by the acronym HIMS AME. The FAA told him he would have to undergo a psychiatric profiling regimen, and also undergo congnitive screening tests. There were also other onerous requirements he would have to meet, such as providing complete transcripts of his grades from elementary school through high school graduation.

The HIMS AME informed the student the testing and evaluations would take up to eighteen months to perform, and another year for the FAA to review the case before making a decision on his qualification to hold a Third Class medical certificate. The AME then explained that no health insurer covers the testing, and it was not unusual for the costs involved to approach $15,000.

It sucks, but this happens in real life.

 

[whiteworks]

There was an old man at our local airport, 89 years old. Everyday he would open up his hangar and push out his old plane and go flying same as he’d done for 50+ years. At some point he pissed someone off for not talking on the radio that called the FAA on him. They got involved and found out he hadn’t had a medical or insurance in over 20 years, he was performing all his own maintenance and doing his own thing in his own time.

 

[530RL]

Getting a medical isn't that difficult, even a second or first class. There are far more avenues for issuance then when I started 30+ years ago. I've got a friend that is getting his medical back after a stroke. So don't sweat it, talk to an AME if you have any serious medical history (heart attack, diabetes, sleep apnea, ect... ) The bar isn't that high for entry.

Someone once said the FAA is hypochondriac by proxy, and it is true.

Add the fact that if one is not going to do it for a living, Basic Med covers most people now.

6000 pounds, 6 seats, 18,000 feet and 250 knots indicated.

The new FAA appropriation bill ups basic med to 12,000 pounds and 7 seats.

Medicals are not that big of a deal for all pilot certificates if only exercising private privileges. A basic med is considered by insurance as a valid medical.

 

[530RL]

I apologize for another ridiculous TLDR post. @Sleek-Jet is correct.

Most people that apply will qualify for a medical and walk out of the AME's office with the paper.

But here's how even the most innocent and minor medical issue can be the brick wall that stands between an excited teenager and his desire to fly. This problem happens more than one might think, because since the 1990s, hanging an ADHD diagnosis on a third grade boy is done as easily as that boy will scrape a knee playing soccer at recess.

Suppose that eight year old boy was having some difficulty with schoolwork, and seemed a little bit aggressive to his gender studies degreed teacher. She recommends a doctor that had treated a boy in her class earlier in the school year. Our subject student was taken to that doctor by his mom, and diagnosed with ADHD.

His mom filled the script for Adderall. The boy quickly found out all it did was make him feel queasy. After six months, his parents couldn't see any change in his active behaviors and forgetfulness, so they stopped the Adderall. They went to another doctor, and he gave them some guidelines about discipline, and advised less social media and a structured bedtime routine.

By the time the boy's tenth birthday rolled around, his grades were good, he had made new friends, joined a soccer team, and his parents were very happy with their son's academic and social successes. They decided the ADHD diagnosis and medication was something that doctor rountinely used as a cure all, and while their son was a little different than his more serene older brother, he was completely normal. It was a non-issue.

As the boy grew older and enrolled in high school, he decided he wanted to become a pilot and perhaps pursue it as a career. His visit to a flight school had gone well, and the director of the school told them the first step on the journey was obtaining a third class medical. With his dad's help, he filled out the 8500-8 MedXPress form online.

When he came to the questions about medical history and such, they went ahead and reported the ADHD diagnosis and the 15 months he took Adderall. After all, that was almost ten years.ago. It didn't seem to be something that was important, and they wanted to make the application as accurate as possible. After the document was completed, they printed it. The boy was thrilled his appointment with the AME was in the morning.

When they went to the AME, the doctor took note of the ADHD diagnosis, and made a knock off comment that the FAA medical branch would have to review it. The doctor attached his notes to the 8500-8, and sent it off to the FAA.

Another sixteen months passed, but the kid was thrilled when he finally received a letter from the FAA. He expected it to contain his Third Class medical certificate. He was stunned when he read the letter. It said the FAA wanted a complete and detailed history of his doctor visits as a child, and to include insurance and pharmacy records.

It also informed him because of his ADHD condition (their default position is that it NEVER goes away) he would have to consult a specialist AME, known by the acronym HIMS AME. The FAA told him he would have to undergo a psychiatric profiling regimen, and also undergo congnitive screening tests. There were also other onerous requirements he would have to meet.

The HIMS AME informed the student the testing and evaluations would take up to eighteen months to perform, and another year for the FAA to review the case before making a decision on his qualification to hold a Third Class medical certificate. The AME then explained that no health insurer covers the testing, and it was not unusual for the costs involved to approach $15,000.

It sucks, but this happens in real life.

Your point is very valid. With respect to ADHD it has become much easier and new rules starting in 2024 are being implemented which will make it even easier.

Certification with ADHD

Certification with attention deficit hyperactivity disorder.

iflyamerica.org

 

[Sleek-Jet]

Add the fact that if one is not going to do it for a living, Basic Med covers most people now.

6000 pounds, 6 seats, 18,000 feet and 250 knots indicated.

The new FAA appropriation bill ups basic med to 12,000 pounds and 7 seats.

Medicals are not that big of a deal for all pilot certificates if only exercising private privileges. A basic med is considered by insurance as a valid medical.

The only reason I carry a 3rd class is the Saratoga I fly has 7 seat belts. Basic Med has proven itself.

 

[530RL]

The only reason I carry a 3rd class is the Saratoga I fly has 7 seat belts. Basic Med has proven itself.

If the re-authorization bill goes through, you will be able to just do Basic Med with seven seats.

You can also take the third seat belt out with a free STC and make PA32 Basic Med eligible under the current rules.

 

[rrrr]

Add the fact that if one is not going to do it for a living, Basic Med covers most people now.

6000 pounds, 6 seats, 18,000 feet and 250 knots indicated.

The new FAA appropriation bill ups basic med to 12,000 pounds and 7 seats.

Medicals are not that big of a deal for all pilot certificates if only exercising private privileges. A basic med is considered by insurance as a valid medical.

Medicals are easy for licensed pilots that don't have or acquire any of the many health issues for which the medical branch requires deferrals and have to undergo more than a year for resolution. BasicMed is fantastic, it's about time Congress threw private pilots a bone. As for me, I think everyone here figured out a long time ago my medical issues preclude the possibility of me ever legally acting as PIC again. It is what it is.

The content of the posts I have made in this thread aren't for pilots. They are aimed at the OP and anyone else considering taking wing. "BasicMed" means nothing to them, and your post makes it sound like a viable alternative to the normal path to a medical. They don't know that to qualify for BasicMed, you first have to hold a valid medical certificate gained through the same process which has many twists and turns for the uninitiated, so your comments are of no value to non-pilots.

Like the mythical teenager in my above post, they won't know that what seems inconsequential could prevent them from getting a medical. I'm just trying to forewarn them.

 

[t&y]

@rrrr I appreciate your posts here and I understand what you are saying being pointed towards new or prospective pilots. The flight school I did my ride with actually suggested prior to me posting here that I get the medical out of the weigh before I start any training and put money out of pocket. With them it is 1 on 1 the whole time, no group rides. I've also been considering what @whiteworks has been talking about with the full motion simulators and online ground school. This school has a simulator on sight, just not sure what model or if it is full motion.

I do know for certain I'm a Visual and Kinesthetic learner. I can read and understand obviously, but until I see touch and feel things, it's mostly just a bunch of unorganized info that doesn't all fit together, which is why I'm looking for 1 on 1 instruction.

I'll be calling a certified FAA MD this week for my physical so we'll see how it goes. I am still under 50, run, mountain bike, and pretty much everything I do outside of work is physical. So unless there is something lurking that I don't know about I think the physical will just be another box to check.

 

[rrrr]

@rrrr I appreciate your posts here and I understand what you are saying being pointed towards new or prospective pilots. The flight school I did my ride with actually suggested prior to me posting here that I get the medical out of the weigh before I start any training and put money out of pocket. With them it is 1 on 1 the whole time, no group rides. I've also been considering what @whiteworks has been talking about with the full motion simulators and online ground school. This school has a simulator on sight, just not sure what model or if it is full motion.

I do know for certain I'm a Visual and Kinesthetic learner. I can read and understand obviously, but until I see touch and feel things, it's mostly just a bunch of unorganized info that doesn't all fit together, which is why I'm looking for 1 on 1 instruction.

I'll be calling a certified FAA MD this week for my physical so we'll see how it goes. I am still under 50, run, mountain bike, and pretty much everything I do outside of work is physical. So unless there is something lurking that I don't know about I think the physical will just be another box to check.

No need for trepidation. You're in good shape, and if you don't have any unusual stuff in your medical history, the AME should issue your medical on that visit.

One thing is for sure, learning to fly in SoCal means you're gonna be on the radio a bunch. Your previous experience will help with that.

 

[DWC]

3. Mental Dexterity - you cannot be a wingnut.

This. ^^^^

I was a little shocked at how much prep and the constant barrage of information & adjustments went into a simple flight to Havasu. It’s impressive to watch for sure.

 

[530RL]

Medicals are easy for licensed pilots that don't have or acquire any of the many health issues for which the medical branch requires deferrals and have to undergo more than a year for resolution. BasicMed is fantastic, it's about time Congress threw private pilots a bone. As for me, I think everyone here figured out a long time ago my medical issues preclude the possibility of me ever legally acting as PIC again. It is what it is.

The content of the posts I have made in this thread aren't for pilots. They are aimed at the OP and anyone else considering taking wing. "BasicMed" means nothing to them, and your post makes it sound like a viable alternative to the normal path to a medical. They don't know that to qualify for BasicMed, you first have to hold a valid medical certificate gained through the same process which has many twists and turns for the uninitiated, so your comments are of no value to non-pilots.

Like the mythical teenager in my above post, they won't know that what seems inconsequential could prevent them from getting a medical. I'm just trying to forewarn them.

I appreciate your take. I just would caution that the process may not be as onerous as some convey.

I have had a special issuance for 25 years starting with open heart surgery and multiple ablations subsequent. I must submit lots of extra stuff every year and the local AME can not approve. I have never had a problem/delay more than 30 days when submitted 90 days prior as suggested by the FAA. I understand that others have but if one forwards the required paperwork outlined in their protocols it has seemed to me to be very straightforward.

If one has some sort of medcical history that concerns them, there are multiple services, typically former FAA medical employees, that will package up this paperwork and walk it over the the FAA. They fully know if you will be successful or not prior to submission.

Yes, your points are valid, but it is not as bad as the internet portrays in my experience. I just don’t want to scare off potential dreams of those who wish to start flying. I wish to encourage not discourage more to be pilots whether is be professional or recreational.

 

[rrrr]

I appreciate your take. I just would caution that the process may not be as onerous as some convey.

I have had a special issuance for 25 years starting with open heart surgery and multiple ablations subsequent. I must submit lots of extra stuff every year and the local AME can not approve. I have never had a problem/delay more than 30 days when submitted 90 days prior as suggested by the FAA. I understand that others have but if one forwards the required paperwork outlined in their protocols it has seemed to me to be very straightforward.

If one has some sort of medcical history that concerns them, there are multiple services, typically former FAA medical employees, that will package up this paperwork and walk it over the the FAA. They fully know if you will be successful or not prior to submission.

Yes, your points are valid, but it is not as bad as the internet portrays in my experience. I just don’t want to scare off potential dreams of those who wish to start flying. I wish to encourage not discourage more to be pilots whether is be professional or recreational.

And I value your comments as well.

If what I post makes potential students aware that they need to be educated about the process of obtaining a medical certificate, that's a great thing. I think I've been clear my posts are supposed to be informative and not frightening or discouraging. I want anyone who decides to become a pilot to be able to jump in with both feet. However, the process requires some foreknowledge.

I sometimes think CFIs can't properly provide that information, because he or she is 20 years old, in perfect health, and their AME issued them a medical after a ten minute review of the MedXPress and a few questions. A 47 year old guy that decides to begin pilot training because his youngest kid has gone off to college and he finally has some time and money for his own aspirations might not be so fortunate.

Medical subforums on pilot sites often have posts from students that didn't know what they didn't know. ADHD is a common subject in those posts. I feel badly for young adults that find out while their parents meant well in seeking answers for their behavior in elementary school, the bureaucrats in OKC sometimes masquerading as medical professionals can easily pronounce a death sentence on their aspirations. The shoot from the hip treatment that was supposed to help the child destroys the adult dreams of flying.

The lament that the paperwork of students and pilots is mouldering in Oklahoma City is common too. There is supposedly just one physician that reviews and approves issuance for applicants that have successfully completed HIMS alcohol protocols, and wait times are between twelve and eighteen months.

That's after the applicant has spent a couple of years and thousands of dollars to comply. And don't get me wrong. People that have a history of alcohol abuse and that have received DUI convictions must be proven to have recovered. That does not mean they're just practicing abstinence.

The FAA requires proof, through the expert opinion of medical professionals and the actions of the applicant, that the person has made profound and quantifiable changes in their psychological thought processes, and no longer has the defects that previously dominated their lives.

Some will scoff at what I just wrote. There's no reforming a drunk, they'll say. But as you know, the HIMS program has proven it can successfully rehabilitate those alcoholics. It has been particularly effective in returning airline pilots to the cockpit, and those individuals have been able to resume productive careers and flourish.

The FAA Medical Branch is broken. Congress has made progress in reforming it, particularly with the BasicMed legislation, but the facts are general aviation continues to decline, and there aren't enough people becoming new private pilots to arrest the trend. Owning and properly maintaining even the simplest aircraft is expensive, and economic pressures on the population of our country discourage even the most dedicated pilots to continue actively flying.

If I wasn't passionate about aviation and the desire to ignite that excitement in others, I wouldn't have bothered to make these posts. Yeah, they're long and probably make a lot of people roll their eyes and think "Can't this guy ever shut up?"

But I guess I'm just wired that way.

 

[whiteworks]

@rrrr I appreciate your posts here and I understand what you are saying being pointed towards new or prospective pilots. The flight school I did my ride with actually suggested prior to me posting here that I get the medical out of the weigh before I start any training and put money out of pocket. With them it is 1 on 1 the whole time, no group rides. I've also been considering what @whiteworks has been talking about with the full motion simulators and online ground school. This school has a simulator on sight, just not sure what model or if it is full motion.

I do know for certain I'm a Visual and Kinesthetic learner. I can read and understand obviously, but until I see touch and feel things, it's mostly just a bunch of unorganized info that doesn't all fit together, which is why I'm looking for 1 on 1 instruction.

I'll be calling a certified FAA MD this week for my physical so we'll see how it goes. I am still under 50, run, mountain bike, and pretty much everything I do outside of work is physical. So unless there is something lurking that I don't know about I think the physical will just be another box to check.

It’s just my opinion, so take that with a grain of salt and remember it’s free

Step back a bit from messing around with the airplanes and flight schools/clubs. Make an honest run at an online flight school on the cheap, the topics you need clarity on make notes and then supplement those topics with a CFI and log some hours in the air if need be until those topics click. Make your lessons valuable to you, point being is you walk in the door knowing what you need next and ask specifically for that. Pass the written with flying colors and confidence that you truly understand and can apply that information. At that point you will have a much better idea what you’re looking for in a CFI and can begin to find your guy/girl.

I guess what I’m saying is you can take control of the process by educating yourself and being proactive in your own path. Most people will spend quite a bit of time and money because they don’t know what they don’t know, and as the saying goes “schools expensive”.

There are endless entity’s in aviation that will be more than happy to help you part with your dollars. One of my buddies just signed up for a $100k program, he signed the loan docs and is well on his way to “something”. In speaking with him about the program and curriculum he had no answers, he’s all in on a program that he has no clue about. He did mention that in about a year he will be a CFI and then can instruct until he builds hours to het hired someplace Hopefully it’s a solid program, if not by the end he will know some stuff he didn’t know and be able to take control of his own path

I’m pretty excited about my next chapter and am looking forward to sharing it with all of you in due time.

 

[rrrr]

That's good advice. There's a lot to learn, and it's more than manipulating the controls in flight. For prospective pilots, the following is just a general example, so don't give it much thought right now. You don't need to know it on day one, but it's easy to understand the concept and gives you insight on how to expand your learning process.

It sounds simplistic, but engaging with an online ground school will provide you with knowledge that makes learning to actually fly the airplane easier.

Instead of paying the hourly rental rate and the instructor's fee while you're about to enter the taxiway and he spends five minutes explaining what the red knob does, when he says "let's lean the mixture while we're taxiing", you'll already know that changes the air/fuel ratio that the carburetor is producing.

Leaning the engine while taxiing makes it run smoother, burn less fuel, and lessens the chance one of the plugs will foul from lead deposited on the plug electrodes because the mixture is richer than it needs to be.

You'll also learn later how to lean the mixture for best takeoff power. That skill is useful at higher elevation airports, because the air is less dense and therefore leaning provides the optimum air/fuel ratio. It's not important now.

You have to learn how the mechanical part of the machine called an airplane works too. Doing it with the help of a good online ground school will give you a leg up.

 

[t&y]

.....

If I wasn't passionate about aviation and the desire to ignite that excitement in others, I wouldn't have bothered to make these posts. Yeah, they're long and probably make a lot of people roll their eyes and think "Can't this guy ever shut up?"

But I guess I'm just wired that way.

Not sure if you ever noticed, but I'm maybe just a little bit the same way about my current line of work.

 

[mesquito_creek]

I like the part 61 path of private instruction not 141 school. I started at 52 and just wanted to fly for fun so being in a group of young people wanting to accelerate a career path wasn’t my desire. But I think the structure of a 141 school may be better for career minded people.

At first I wanted to do everything quickly and proficiently with a few as hours possible to save money and get in the air solo. That whole misconception ended quickly.

I now just fly regularly to build skill and I like my instructor in the right seat as much as possible. He is a family friend and he gives me a charity style hourly rate! After I pass my checkride very little changes because I keep flying regularly with my instructor starting IR training. But having passengers up front will be exciting!

I walked into and out with my first class medical in about a hour or so. I have been on a light dose of blood pressure maintenance meds for 10 year and take a statin. 52 and a few lbs heavier than ideal was not a problem. I wear corrective lenses for both near and far. I require an EKG every appointment because of my age. First class with class 3 privileges unless I want to go every 6 months which I don’t.

I am approaching 90 hours and 400 landings with almost all of it in class D controlled air space along with class B endorsement. I prefer ATC over uncontrolled. Beech Sundowner is my trainer but I have a couple hours in a 170b tail dragger and a Rockwell commander.

The best part about getting my certification will be able to rent out of stellar airpark where I live instead of the 1.5 hour round trip to deer valley.

Anyone with planes to rent? Or partnership? 160/180 hp low wings!

 

[HBCraig]

I have two buddies that are pilots. First guy is a retired Air Force pilot and now he flies private planes for high dollar dudes
Second guy started as a private pilot for a Vegas casino owner. Great gig. Then he got hired on with United and had a shitty east coast route for years. Paid his dues then landed a gravy gig with Southwest. Flies from Vegas to socal, to norcal then home. He loves it

 

[SkyDirtWaterguy]

Why am I a pilot.?
Why am I a pilot and not a doctor....?
When young, I decided to go to Medical School
At the entrance exam we were asked to arrange the letters NPEIS and form the name of an important body part which is most useful when erect.
Those who wrote SPINE are doctors today.
The rest of us went to Navy flight school.

 

[t&y]

Medical lined up, started ground school.

 

[t&y]

For those on the boards with their own planes, post them up. I'm curious what everyone is flying. I'll be searching the various classifieds for awhile just trying to get a feel for the owner side and the cost of buying. So far it appears the basic trainer style or smaller 2-4 seaters are anywhere between 20 and 40 years old are between 30k - 60k.

 

[mesquito_creek]

For those on the boards with their own planes, post them up. I'm curious what everyone is flying. I'll be searching the various classifieds for awhile just trying to get a feel for the owner side and the cost of buying. So far it appears the basic trainer style or smaller 2-4 seaters are anywhere between 20 and 40 years old are between 30k - 60k.

Start with where you plan keeping it. Hangar wait times in Arizona range from 3 to 15 years. I just got cover T Shade at DVT after waiting a year. Some have waits on open tie downs.

 

[Rvrluvr]

If you buy a plane to learn gey a 172 or bigger. The 152 is for “little” people. Weight is your biggest factor in flying. Ppl is easy. After that you need your high horsepower (over 200hp) & complex endorsement (constant speed props and landing gear) to fly 182’s and bogger stuff to haul friends around. Thats really no big deal

Commercial is easy. Need it to make $$ tho. Instrument will be the hardest. Lots of funny shit with that one but still easy. If you really wanna make $$ get your multi as well. Its not hard, but needed for twin engines. While your at it get your tail wheel. That opens a lot of doors. Biggest issue with making a career out of it is building time. Nobody will touch you with less than 1000 hours really.

Planes are cheap. Cost isnt to bad to fly either. My stearman was $125k. $500 hangar $3000 insurance yearly. Costs bout $100 hour to fly annual inspection (must have to be legal on EVERY airplane) varies depending on plane stearman is $1500 plus parts

To get your PPL plan on bout $12k. Check ride is $800 cash. Written is $150 cash

I just put my son thru airline pilot school $100k for all his training to get hired by envoy (american airlines)

 

[LuauLounge]

Look at clubs, friend was in one for 30 years. Wasn't expensive, there were 10 members. Dues covered fixed, hours everything else. Buy in was 10% of the plane value. Very little usage other than a weekend now and then.

 

[MeCasa16]

If you buy a plane to learn gey a 172 or bigger. The 152 is for “little” people. Weight is your biggest factor in flying. Ppl is easy. After that you need your high horsepower (over 200hp) & complex endorsement (constant speed props and landing gear) to fly 182’s and bogger stuff to haul friends around. Thats really no big deal

Commercial is easy. Need it to make $$ tho. Instrument will be the hardest. Lots of funny shit with that one but still easy. If you really wanna make $$ get your multi as well. Its not hard, but needed for twin engines. While your at it get your tail wheel. That opens a lot of doors. Biggest issue with making a career out of it is building time. Nobody will touch you with less than 1000 hours really.

Planes are cheap. Cost isnt to bad to fly either. My stearman was $125k. $500 hangar $3000 insurance yearly. Costs bout $100 hour to fly annual inspection (must have to be legal on EVERY airplane) varies depending on plane stearman is $1500 plus parts

To get your PPL plan on bout $12k. Check ride is $800 cash. Written is $150 cash

I just put my son thru airline pilot school $100k for all his training to get hired by envoy (american airlines) View attachment 1250450

Sweet Stearman. The coolest plane I ever flew was a Waco. It was a new version of the original. One of my old students in Santa Barbara owned it. Nothing like an open cockpit bi-plane.

 

[Orange Juice]

Start with where you plan keeping it. Hangar wait times in Arizona range from 3 to 15 years. I just got cover T Shade at DVT after waiting a year. Some have waits on open tie downs.

It’s very important, if you fly into higher elevation in the summer to have at least 180hp in a c-172. The 160hp will do it, but it’s sketchy with two people.

I recommend waiting until you start instrument training, and you‘re doing 3.5 hour legs at 100 knots.

I bought a 1979 C172 when the market crashed in 2009. Flew it, while I built an experimental RV-7A, and put 250 hours on it. I started flying the RV in 2017, and it has 200hp, and a constant speed prop,. Sold my Cessna about 6 months later. The Cessna flys about 120mph, my RV tops out over 200mph.

I don’t save any money owning my own plane, But I’m flying something that is difficult to rent.

If you don’t need a plane for cross country, look at the J3 piper cubs. Watch a few owner videos.

 

[PlanB]

I agree on looking for a 172 (at least). I rented 172's when I was training because I hated the 152's, but I got stuck in 152's on my longer solo flights because they did not want the 172 gone all day. Much less comfortable plane to fly.

 

[Sleek-Jet]

LOL... This thread is kind of why I curtailed my aviation web forum posting. If this keeps going, within a page or two we'll have t&y buying a King Air.

 

[whiteworks]

LOL... This thread is kind of why I curtailed my aviation web forum posting. If this keeps going, within a page or two we'll have t&y buying a King Air.

That’s the beauty of aviation, it doesn’t end until you’re strapped to a rocket headed into space.

 

[t&y]

LOL... This thread is kind of why I curtailed my aviation web forum posting. If this keeps going, within a page or two we'll have t&y buying a King Air.

Well, this is RDP so whatever I buy it has to be done in cash right?

 

[rrrr]

LOL... This thread is kind of why I curtailed my aviation web forum posting. If this keeps going, within a page or two we'll have t&y buying a King Air.

I predict five more posts before someone recommends a Bonanza.

 

[clarence]

Mooney Acclaim!

 

[t&y]

Atmospheric pressure related to the Altimeter and it's relation to high pressure / low pressure... high temp/low temp...high altitude/low altitude is kicking my ass right now.

1) If a flight is made from an area of high pressure into an area of low pressure without the altimeter setting being adjusted, the altimeter will indicate:

Higher than actual altitude MSL

Lower than actual altitude MSL

Actual MSL

2) Under what condition will true altitude be lower than indicated altitude

Colder than standard air temp

Warmer than standard air temp

Density altitude is higher than indicated altitude



@rrrr Was watching a few different video's on YouTube where the chick fly's around in a Bonanza.

 

[mesquito_creek]

Atmospheric pressure related to the Altimeter and it's relation to high pressure / low pressure... high temp/low temp...high altitude/low altitude is kicking my ass right now.

1) If a flight is made from an area of high pressure into an area of low pressure without the altimeter setting being adjusted, the altimeter will indicate:

Higher than actual altitude MSL

Lower than actual altitude MSL

Actual MSL

2) Under what condition will true altitude be lower than indicated altitude

Colder than standard air temp

Warmer than standard air temp

Density altitude is higher than indicated altitude



@rrrr Was watching a few different video's on YouTube where the chick fly's around in a Bonanza.

That stuff is a lot easier to understand once you are sitting in the plane adjusting the altimeter at the field elevation. It’s as simple as I know that the RW is 1470 why does the alt show 1600? Turn the knob and watch what it does…

Not long ago I was flying with my cfi and he asked “what’s you alt set at”? I looked at my note pad and said 27.92? He said look at the gauge again. It was 29.72. So I set it correctly to reveal what you are dealing with above

 

[MeCasa16]

That stuff is a lot easier to understand once you are sitting in the plane adjusting the altimeter at the field elevation. It’s as simple as I know that the RW is 1470 why does the alt show 1600? Turn the knob and watch what it does…

Not long ago I was flying with my cfi and he asked “what’s you alt set at”? I looked at my note pad and said 27.92? He said look at the gauge again. It was 29.72. So I set it correctly to reveal what you are dealing with above

Ground school concepts can be difficult to fully understand until you get in the plane. There are usually good YouTube video that give great animations if you really get stuck. But nothing replaces seeing it and feeling it in real time in the plane.

 

[copterzach]

Well….don’t know anything about fixed wing. If you are passionate, then do it

 

[DUNEFLYER]

I predict five more posts before someone recommends a Bonanza.

Hard to beat a Bonanza

 

[Wheeler]

Well….don’t know anything about fixed wing. If you are passionate, then do it View attachment 1250872 View attachment 1250873

What a great shot!

 

[rrrr]

Well….don’t know anything about fixed wing. If you are passionate, then do it View attachment 1250872

Is that a sammich in your right hand? Just another slow day at the office.

 

[coolchange]

It’s very important, if you fly into higher elevation in the summer to have at least 180hp in a c-172. The 160hp will do it, but it’s sketchy with two people.

I recommend waiting until you start instrument training, and you‘re doing 3.5 hour legs at 100 knots.

I bought a 1979 C172 when the market crashed in 2009. Flew it, while I built an experimental RV-7A, and put 250 hours on it. I started flying the RV in 2017, and it has 200hp, and a constant speed prop,. Sold my Cessna about 6 months later. The Cessna flys about 120mph, my RV tops out over 200mph.

I don’t save any money owning my own plane, But I’m flying something that is difficult to rent.

If you don’t need a plane for cross country, look at the J3 piper cubs. Watch a few owner videos.

Last ride I had. Those are so bitchen. Did some mild acro, flew up the beach awhile

 

[530RL]

Pick up this months plane and pilot that has an article on “should I buy my own plane for training”.

Also here is an old article.

Should You Buy Your Own Aircraft For Flight Training?

Here's a rundown of what you should consider before buying an aircraft for flight training.

www.flyingmag.com

 

[530RL]

Is that a sammich in your right hand? Just another slow day at the office.

It’s his testicles and they are maxing out the 1370 MTOW.

 

[Wheeler]

For those on the boards with their own planes, post them up. I'm curious what everyone is flying. I'll be searching the various classifieds for awhile just trying to get a feel for the owner side and the cost of buying. So far it appears the basic trainer style or smaller 2-4 seaters are anywhere between 20 and 40 years old are between 30k - 60k.

You are going to have a great time! Don't fall into the airport cafe as a destination, get out and fly! you can snack while in the air.

 

[Wheeler]

Amboy.

 

[hman442]

This was taken a few years back at Johnson Creek, a very accessible grass strip, with camping, a river, and even a courtesy car available to drive a few miles up the gravel road to the town of Yellowpine, where there is a store, restaurant & bar. This is near McCall Idaho. My airplane is a Cessna 182. It is a 1965 "H" model. We stopped here one morning for coffee (they have a pot going), on our way to Salmon Idaho.

 

[whiteworks]

Saturday morning breakfast spot, $8.00 breakfast plate and if you’re over 80 years old you eat free. A friends private strip half past nowhere, aviation goals

 

[Rvrluvr]

Saturday morning breakfast spot, $8.00 breakfast plate and if you’re over 80 years old you eat free. A friends private strip half past nowhere, aviation goals

View attachment 1251320

Say hi to cliff

 

[rrrr]

Tony Guardalbene also heads that way in the summer months. I've pix of his trip from last year around here someplace.


as for me I get left behind to deal with the heat and rattle snakes.

Izzat a Colt?