Learn To Fly: Adventures Are Waiting

People have dreamed about flying since the beginning of recorded history. That we've only been flying for a little over 100 years is miraculous considering how far aviation has come. Today, in the United States, a pilot can hop into a general aviation airplane and fly to whatever destination he or she desires with none of the hassle or cattle-car experiences of the airlines. "General aviation" refers to the world of small aircraft that allows the privilege of flying. From little two-seat trainers to eight-passenger, club-seated turboprops, there's an entire world out there for the asking. And, the price is a few months of your time, some dedicated study and the cost of a season of golf, skiing or a nice vacation.

Any discussion about learning to fly should start with the elephant in the room: the cost. The media has come to portray aviation as something only the rich can do, which does a great disservice to all of us who work for a living and juggle flying with the demands of families, mortgages and car payments. The unadorned truth is that flying isn't cheap like, say, bowling, but it's nowhere near expensive as the public may think. In fact, a sport-pilot certificate can be had today for under $4,000. But, more on that later.

The second question on the minds of non-aviation folk is: How safe is flying? Because plane crashes inexplicably boost news ratings, the media clamors over aircraft accidents like sharks around chum. They often invent danger where there's none. News reports are peppered with inaccurate and misleading descriptions of airplanes falling out of the sky and disturbing photos showing the aftermath of small airplane accidents.

Flying isn't risk free. The best science available tells us that, at its worst, general aviation is about as risky as driving a motorcycle. If you eliminate the puzzling absurdity of running out of fuel because of carelessness or running into a mountain because of poor planning, aviation can be as safe as driving---often safer. To offer some raw statistics: 2013 saw 35,200 motorists die on America's highways. During that same time period, 560 people died in recreational boating accidents, while general aviation saw 387 fatalities---the lowest since World War II. With proper training, flying can be an activity with minimal risk. There are plenty of aviators with tens of thousands of hours in their logbooks who are tangible proof of that. Risk, of course, is relative.

For the uninitiated, flying seems complex with many confusing paths to the cockpit, a strange jargon and a complicated array of ratings and certificates. What does it mean to be a pilot? And can the average person become one?

Paths To The Cockpit
It's important to distinguish between two types of pilots: professional pilots and what we'll call "private pilots." Private pilots include all the categories of pilots who don't get paid to fly. They do it for recreation, sport or transportation. This category includes three types of pilot certificates: the private, sport and recreational certificates.

Professional pilots include those who fly for the airlines, corporate flight departments, charter or cargo operations, banner towing or any type of flying for hire. A commercial pilot certificate is required to fly professionally, and it requires more time and money to earn than the private pilot certificate. There are additional ratings beyond that to become an airline captain. The path to each type of cockpit is different and the distinctions important.

Whether professional or private, there are three routes to the cockpit: The traditional path has always been to become a military pilot first and then transition to the airlines after the enlistment commitment. That's no longer the case, as the military has shrunk its pilot force, budget cuts have curtailed aircraft and fuel allowances, and the overall military machine has shriveled to a fraction of what it once was. Today, being selected as a pilot candidate in the military is more competitive than ever, and the number of retiring pilots is only a trickle. Becoming a military pilot is still an option, but think of it as getting accepted to Juilliard or Yale. Actually, tougher.

The second route is the training academy. These are civilian flight training facilities that typically include bachelor's or associate degree programs built into the flight curriculum. Graduates go from zero flight time to graduating as commercial pilots with an aviation degree---many with jet time under their belts. Some academies like ATP---the largest flight training academy in the United States---don't include degree programs and concentrate only on getting pilots ready for regional airlines or other professional cockpits.

The third path is called the "FBO" route. FBO stands for "Fixed Base Operator" and means a local flight school that's a privately operated business. There are some 3,330 public-use, federally funded small airports in the United States. There are an additional 16,000 airstrips, heliports, seaplane bases and miscellaneous landing facilities. Many of these general aviation airports host a flight school or two. Anybody can walk into one of these flight schools and begin training, from zero hours all the way to commercial ratings and beyond.

There are advantages to each. Flight train­ing is expensive (costs approaching $80,000 for all ratings necessary to fly for regional airlines), and different options offer different costs and benefits, along with downsides. For example, the military route won't cost you anything, and the quality of training is literally worth millions of dollars. But, there's a 10-year service commitment in the Air Force, as well as constant relocation.

Academies will train you quickly, but four-year aviation universities like Embry-Riddle could cost you $200,000 or more over four years. Meanwhile, local FBOs could save you money and let you proceed at a relaxed pace, but you may be wrestling with maintenance delays or changing instructors frequently (instructor turnover at FBOs can sometimes be high). There's no right path to the cockpit. In aviation, everybody's journey is different.

Modern Flight Training Vs. Yesteryear
Anybody considering flight training wonders what that training is like. Thousands of YouTube channels have sprung up documenting individuals' progress through "typical" flight training, and they're a good firsthand view of what to expect. Modern technology has brought big changes to flight training, and if you think you knew what it was like before, you may want to look again.

Today's fleet of trainers has moved far beyond Cessna 152s, 172s and Piper Cubs. Though you can still find those, today's flight school is more likely to have a slew of light-sport aircraft (LSA). These are lightweight, fun and only carry two people. They typically rent for around $100/hour and represent a good bargain for students. They're easy on fuel, and are maneuverable and easy to maintain.

Many trainers today have glass cockpits, meaning the old, round-dial instruments have been replaced by large LCD or LED displays that look like computer monitors and present comprehensive information to the pilot---rivaling what was available on airliners just a decade ago. Students learn to monitor and run these systems, and how to deal with vast amounts of information and automation.

Along with glass cockpits comes FADEC (full authority digital engine control), meaning one-lever performance adjustment with assistance from an onboard computer. The days of leaning mixture and using carburetor heat are starting to fade, being ushered out by these intelligent engine performance analyzers.

While your instructor may have followed a syllabus consisting of various maneuvers and performance standards, today's flight instructor will use scenario-based training, which puts students into real-life flying situations. For example, instead of doing turns around a point, an instructor will tell the student they have to do pipeline patrol and scope out a specific section of pipe, learning to do the maneuver within the context of the scenario. Research shows this type of training better prepares students for real-world flying.

Modern trainer cockpits now carry GoPro or Garmin VIRB cameras to record student performance, and cockpit communications are recorded onto digital devices for review and critique. VORs and NDBs are disappearing as GPS navigation obliterates these antiquated land-based facilities. iPads have taken over in the cockpit, being used for everything from checklists to flight planning and weather.

The Cost Of Freedom
Flying can be as expensive---or inexpensive---as a person wants. While a private pilot certificate will cost $10,000-$14,000 depending on training location and your learning ability, the sport-pilot certificate can be earned for less than $4,000. The difference between the two is the number of passengers you can carry and the maximum performance of the airplane.

Many people who learn to fly don't ever want to get paid for it. They fly for the pure love of flying, the experience and the almost meditative therapy it provides. It's for these people that the sport-pilot certificate was introduced in 2005.

The sport certificate allows a pilot to fly alone or carry one passenger, in an aircraft that weighs 1,320 pounds or less, at altitudes under 10,000, during the day. Other privileges can be added with more training. The considerable benefit of this rating is that it can be earned in 20 hours of flight time---half of the private pilot certificate minimums. That also means it can be earned in weeks instead of months. If flying for the beauty of the experience is what you crave, the sport-pilot certificate is the way to go.

Ongoing costs can be manageable for either sport or private pilots. Aircraft are expensive, with LSAs selling for an average of $150,000 and fully certified, standard-category aircraft selling for $350,000 and up, brand new. Partnerships, flying clubs and used aircraft can bring that cost way down. For example, a nice, well-equipped, 1940s Cessna 140 in great condition can be had for $25,000. With a fuel burn of four gallons per hour, operating costs run $25-$50/hour. Insurance, maintenance and a hangar can be added to that to come up with a true cost of ownership. Multiple owners make that burden much lighter. It's a great way to own an airplane.

Meanwhile, gyroplanes and motorgliders have taken Europe by storm and are turning heads here with purchase costs at $50,000 and under, ultra short-field takeoff and landing runs, trailerability and ease of maintenance from their proven, tank-like Rotax engines.

Ultimately, flying is fuel for the soul. The experiences and people aren't like anything---or anyone---else. There are active pilots who are 100 years of age and are still flying, entranced by its transformative quality. Learning to fly will challenge you in ways you never thought possible and will reveal a different you than you ever thought existed. Only by flying by your own hand can you learn the secrets of the sky and the special, soul-filling language of the aviator.

Two-Day Weekend Ground Schools
In addition to home-study courses, a few companies offer an accelerated, two-day ground school to help you pass your written exam. These are intensive and throw a lot of information at you in a short amount of time. Think of these as "cram courses" that don't give you a good foundation of knowledge, but help you pass the exam. In other words, they should be used on conjunction with a good, solid home study or on-site full ground school class.