Stretching Your Wings

One of my favorite instructors insists that all pilots do two things after earning the private ticket: get an instrument rating and learn aerobatics. His reasoning is that the instrument rating will teach pilots to be accurate in their flying, and will act (continuing the education analogy) as a "research paper" in the nuances of professional flying. Likewise, learning aerobatics, he feels, is something that will teach pilots how to control the airplane in all attitudes and all conditions. He has found that it instills a sense of confidence and teaches aerial discipline.

Advanced ratings are within every pilot's grasp. They just take a little work and time, ranging from a couple of days to a few weeks. But whether you go after a seaplane rating, the ATP certificate or anything in between, you'll be rewarded with a whole new set of skills, greater confidence and a whole lot of fun.

Instrument Rating

The most difficult but most rewarding rating you'll ever get is the instrument rating. Earning the instrument rating gives you flexibility, and it's what takes general aviation from fun and recreational to a truly dependable form of transportation. In essence, the rating is an add-on to your private certificate that gives you the ability to fly in "nonvisual" weather conditions that would ground VFR pilots. All pilots flying above 18,000 feet are required to have an instrument rating. It's not an easy rating to earn, but it's within the grasp of anybody who holds a current private pilot certificate. The instrument rating also is the main prerequisite for a nonrestricted commercial pilot certificate.

Prior to 1986, the FAA required pilots to have 200 hours of flight time to be eligible for an instrument rating. The NTSB discovered, however, that pilots with less than 300 hours were having more weather-related accidents than others, mostly while building hours toward instrument eligibility. This discovery led the FAA to get rid of minimum flight hour requirements for the instrument rating altogether. As of August 2009, an FAA notice of proposed rulemaking (NPRM) even presented the idea of allowing primary students to apply for both the private certificate and the instrument rating at the same time.

To get started with the instrument rating, you only need a private certificate. FAR 61.65 lists the detailed requirements to obtain the rating, but the basics specify 40 hours of actual or simulated instrument time, 15 hours of which must be in an airplane with a certified instructor. Twenty hours can be in an approved simulator with a CFII. You'll need a total of 50 hours of cross-country time as pilot in command, and you'll need to make one 250-mile, three-leg cross-country "in the system," under IFR, ending with three different types of IFR approaches. Part 141 programs have lower requirements in both the total time and cross-country areas. Of course, you must pass a written knowledge test and a checkride.

The big question with the instrument rating is whether to go through an accelerated program (there are many excellent 10-day instrument courses available) or a traditional flight-school approach. Each has its proponents and its own benefits, though neither has a definitive advantage over the other. The general consensus is that the 40-hour minimum instrument time is barely enough for most people, so finding a program that works with your schedule---then sticking to it---is critical.

Commercial Certificate
The commercial certificate isn't a rating but rather a whole new certificate. It allows you to get paid for flying, thus opening up the ability for you to get hired by a commercial operator such as an airline, corporate flight department, charter operation or freight hauler. A commercial certificate also is required for more obscure flying jobs such as banner towing, pipeline patrol and aerial application ("crop dusting"). Without a commercial certificate, you'll forever be restricted to sharing expenses evenly with your passengers.

A thorough understanding of the differences between Part 91 and Part 135 of the FARs should be part of every pilot's research when considering a commercial certificate. For example, most pilots think they can personally carry passengers or cargo "for compensation or for hire" once they earn their commercial certificate. The fact is that such an action easily can be considered a commercial operation, bringing Part 135 requirements, which mandate that the operation be certified under Part 135 as well as the pilot. It's sticky business, so be careful.

The basic focus of the commercial certificate is to raise the quality of the pilot's airmanship and to give the pilot an understanding of more complex aircraft systems. Thus, the training will concentrate on advanced maneuvers and on advanced aircraft that have retractable gear and a constant-speed propeller. A pilot needs at least a private certificate to be eligible for the commercial ticket, along with at least 250 hours of flight time, with further requirements broken into various categories like PIC time, powered aircraft time, etc. A commercial student will need 20 hours of training, including 10 hours of instrument time and 10 hours in an aircraft with retractable gear, flaps and a controllable-pitch propeller, or a turbine-powered aircraft. Various night and cross-country requirements must be met within the 250-hour minimum.

A second-class medical (good for 12 months) is required, as well as the passing of a knowledge test and practical test (checkride). A separate commercial certificate is needed for different classes (single, multi, sea, etc.) of aircraft. Many schools offer one- and two-week commercial certificate courses. Detailed commercial requirements can be found in FAR Part 61.123--129.

Multi-Engine Rating
Adding a multi-engine rating to a private, commercial, ATP or CFI certificate is a rewarding and eye-opening accomplishment. Myths abound about multi-engine airplanes, and nothing dispels those myths like experience. By definition, a multi-engine rating allows pilots to fly aircraft with two or more engines. Obviously, anybody seeking a professional piloting job will need a multi-engine rating, but there also are benefits for those who don't pursue commercial flying. Added skills and the ability to fly faster, bigger aircraft are just a couple.

Most of the coolest airplanes have more than one engine (think DC-3, Twin Beech, DA42, etc.). Multi-engine birds have an advantage in performance and safety, and the panache of a twin rolling up to the ramp is hard to beat. But here is where the pilot makes all the difference. A rusty multi-engine driver is dangerous, regardless of how many engines are turning up front, because of the consequences of not being able to handle an emergency. Thus, training and proficiency are essential.

The multi-engine rating can be earned pretty quickly. There's no written test required for the multi-engine rating, and the FAA hasn't set a flight-time requirement. You only have to pass an oral exam and flight check. Most FBOs offer multi-engine programs that can be done in less than a week. Typically, 10 hours or so are spent flying the aircraft, with an additional five hours or so of ground training. The challenge is learning the advanced systems typical in multis, and mastering the quick thinking and actions necessary in case of engine failure.

Certificated Flight Instructor
Those who instruct say that it's the most rewarding flying they do. Good instructors also say they've learned more about aviation while teaching than they did in all the hours prior to their CFI rating. The gateway to the rewards---and challenges---of teaching others to fly is the certificated flight instructor (CFI) rating. A common misconception is to call a CFI a "certified flight instructor." The FAA doesn't "certify" instructors; instead, it issues the instructor certificate. The instrument version appropriately adds the word "instrument" to the end, making it a CFII (sometimes referred to as a "double I"). There also is a multi-engine version, the multi-engine instructor (MEI). The initial CFI rating allows pilots to train students for their private and commercial certificates.

Candidates for the CFI rating usually are skilled pilots. They must already hold private and commercial certificates and an instrument rating. Though there's no set training time requirement, CFI candidates must receive ground instruction on the fundamentals of instruction (FOI), and must subsequently pass an FOI and a flight instructor knowledge test with a score of 70% or better. An interesting exception is that anyone holding a teaching credential that authorizes teaching at the 7th-grade level or higher, or anyone employed as a teacher at an accredited college or university, doesn't have to take the FOI knowledge test.

The oral exam portion of the CFI rating is exhaustive and can last many hours. In fact, most programs expect the CFI student to spend around 100 hours studying and preparing for the oral exam. The flight portion of the CFI usually requires 15 to 20 hours of flight instruction. This time is spent with the candidate flying from the right seat, practicing advanced aerial maneuvers to strict standards. Candidates will repeat many of the commercial maneuvers and must also demonstrate spin entry and recovery. There are many 14-day CFI programs available with MEI and instrument add-ons, though candidates should keep in mind that learning to teach as they fly is intensive and can be time-consuming.

Seaplane Certificate
Anybody who has one will tell you it was the most fun they ever had flying. The seaplane certificate may not be the most useful rating (unless you live where bodies of water are plentiful and seaplane rentals are available), but it's certainly a confidence and skill builder. It's also quick (usually done in a weekend) and relatively inexpensive. And how cool is it to tell others that you can land an airplane on water?

Earning a seaplane certificate only requires a private certificate and current medical. Most seaplane programs say you can earn the rating during the course of a weekend, and it can usually be done with about five to eight hours of flight time and a few hours of ground instruction. A checkride with an FAA examiner is required.

To earn a seaplane rating, you'll learn about all kinds of things unique to floatplanes: docking, water taxiing, getting up "on the step," different water takeoffs and landings, and dealing with the less-than-stellar performance of a draggy airplane tooling around the sky hauling a pair of huge floats. You'll need to pass an oral exam and then demonstrate proficiency in seaplane operations during the checkride. A seaplane rating is a great way to spend a long weekend.

Aerobatics & Tailwheels
In the same vein as the seaplane rating, few things will put a smile on a pilot's face like aerobatics or flying tailwheel airplanes. Luckily, the two frequently go hand in hand, since most aerobatic airplanes also have a tailwheel. What's the secret behind these two areas of advanced training? Each will make you a better pilot and put the fun back into aviation. Learning to fly a tailwheel aircraft makes you a better "lander." By learning the skills required to successfully control a tailwheel airplane and get it on the ground, you'll become aware of and good at rudder use. This will make all your landings better.

Many pilots have a fear of aerobatics. The truth is that with constant exposure, aerobatics becomes a lot of fun. Even pilots squeamish about unusual attitudes can come to enjoy aerobatics. The payoff is renewed confidence in your abilities and a lack of fear about unexpected attitudes. Far from the barf-fest many people think it is, learning aerobatics not only is fun but also gets better the more you do it. It's definitely something worth trying.