Obtaining a Pilot's License in the US

... and train your dog to do a preflight inspection!.

IFR (instrument) flight training is also available. If you have your VFR PPL, give the schools a call.   - Stan 20-Sep-01, 6-Oct-01, 21-Jun-02.

Aviation magazines advertize several courses designed for obtaining US and UK pilot's licenses in the US These include private (PPL), instrument rating (IR), and other ratings. The reasoning is that the cost of flight training is relatively low in the US, so that even if one includes the cost of transportation and lodging, a PPL can cost less in the US. The purpose of this page is to provide some suggestions on this matter.

Aviation instruction includes ground school, studying for a written exam and flight training. Most schools include all three, but they can be separate courses.

This description was originally written around UK citizens training in the US because:

• It was written in response to messages on a UK mail list.
• There seems to be a few schools in the US which specialize in UK CAA training.

The FAA is our aviation ministry (in the USA); not an HTML tag.

My Information is Limited

Since I trained at local fields, mostly over a 9 month time period (PPL; 3 months for IR), I do not have experience with these courses. With the exception of American Flyers, I do not have much knowledge of these businesses. With any course, go to an airfield and obtain recommendations from people who may have participated. Even if you do not get a lot of information, you'll get a lot of opinion.

The Choices

Obtain a US PPL, and convert the US PPL to a PPL in your home country

What's required:

From: Rufus Heald rufus@post. avnet.co.uk
You ask about conversion from FAA PPL to UK PPL. [The conversion requires the following: ]

• Air law written exam
• Human performance written exam
• Logbook evidence of >10 hours pic.
• A UK medical
• a valid non UK license (Not a temporary airmans cert. Must be the hard license) (note: the hard license usually takes about 30 to 60 days to arrive by post. I don't know if a special license may issue from an FAA Temporary Certif. - Stan)
• the iniquitous issue fee.

There are several programmes which provide pilot training in a compressed timeframe. A large college (I forgot its name) in Florida offers one, and American Flyers offers courses at various locations. Rice University is a private college in Texas which may offer these courses. There is an aviation oriented college in Long Island, near New York City, which may offer a PPL programme. The programmes are designed around those attempting to obtain an ATP (air transport pilot) certificate, but offer good training for the most part.

Your next step is to convert your FAA PPL to a local (e.g., UK) PPL. This is usually straightforward, but definitely ask. An FAA PPL includes a night rating (unless you opt out). I don't know if the night rating is transferrable to a UK PPL.

There are two categories of flight schools in the US: A Part 141 school (14 Code of Fed. Reg. 141) is specially authorized to provide instruction according to a prescribed curriculum (typically Jepperson's) and is able to provide their own testing. The minimum number of hours are 35, as compared to a 40 hour minimum for non-141 schools. These are not especially advantageous for local people taking a course over several months, but the structured regimen required for obtain 141 certification is also necessary to provide a sufficiently structured intensive training course. Another advantage of a 141 school is that they are subject to some degree of FAA oversight as to the quality of instruction.

There are numerous 141 schools, but not all of these offer intensive courses. Some are better suited for people who are training evenings and weekends. These may be worth investigating if you expect to be in the US for an extended period.

Foreign instruction may be counted toward US training. It's up to the individual school, and they can give you an answer based on a copy of your logbook.

One thing that's hard to quantify is location. While you will be pretty busy for the duration, location may be important to you. Check the temperatures and humidity if that sort of thing matters.

Obtain a UK CAA PPL in the US.

This is based on the relatively low cost of flight in the US. There are several schools which advertise training in the US. Be careful! since there is substantially no oversight or market forces to protect you from being ripped off. For one person's disappointment, see Dan Burn's experience. With that warning, it should be extremely easy to obtain local references.

There are others who thought favourably of their experience at that particular school.

I would very firmly advocate learning in the US. I ... had a very good experience. They advertise in the UK mags a "guaranteed" course for less than GBP 2,000. ... [T]hey take a view on whether a student is capable of learning to fly after about a week. They discuss this with the student, and if the student wants to continue, he can, but only up to about 45 hours. If they think a student will be able to hack it, then they do carry on the training until he passes. ... During the time you're not flying, you take the written exams, all included in the price. ... I also got spin awareness training, night flying and four hours of instruments. When I went for a check-out at Blackbushe prior to joining their Euroshare scheme, the instructor commended me on my level of proficiency.

With Britannia and UK Flight Training you only pay half the fee up front and the remainder on completion. At least this way if you are unhappy about some aspect of the school you have some bargaining power. If you select a school which requires full payment in advance, once you have paid your money, there is no way out.

Starting with a CAA PPL seems to be the most economical way, at least for British citizens. (I don't know what's available for other countries.) It is apparently easier to convert a CAA license to an FAA license ("certificate") should you later wish to do so than the other way around. One can also get an FAA endorsement based on a CAA PPL with no difficulty at no cost should you wish to fly in the US.

As an alternative, it may be a lot more efficient to obtain the FAA PPL and convert it to the UK PPL and night rating. (The night rating may require a separate exam.)

Obtain a UK PPL in the UK

If you are not in a hurry and don't want to dump the $4000, plus a return trip ticket, check out your local clubs. You get to train in the local environment and enjoy the experience.

FAA IFR (IR) Rating

There is some ambiguity involving FAA rules promulgated in '97. Under the new rules, additional US ratings are not by themselves full FAA Certificates. As a practical matter, some ratings (eg., IR) require just about the same test, whereas others (perhaps multiengine) may require more testing. I am not sure about "written" tests (done on a 'puter), but since the instrument rating requires most of the knowledge for both the commercial and private, the additional written material would not be a problem. Certainly including a PPL checkride in the practical exam won't involve any new skills. I will update this once I hear more.

A US instrument rating requires 40 hours in addition to a private pilot's license. There is also a minimum of cross-country time to destinations exceeding 50 nm. This used to be 50 hours, but may have changed, since the FAA are now allowing pilots to train for IFR straight away after getting their PPL.

A UK IMC rating, by contrast only requires 15 hours subsequent to PPL training. The FAA IR can be converted to an IMC, and to European IR. Since an FAA IR meets ICAO requirements, it is expected to be convertible to an IR under European harmonisation.

I understand it is common to use an FAA IR in combination with an N-reg. aircraft to fly IFR in the UK and throughout Europe. I don't know what the limitations are on that.

There are a number of schools which offer short duration training for IR. American Flyers has such a course. My understanding is that a concentrated course is an excellent way to learn instrument flight.

Other Advanced Ratings

These vary from simple taildragger endorsement (no reason to travel to the US for that one) to Air Transport Pilot. Typical ratings and endorsements are:

MEL (multiengine)

This is rating requiring a checkride. Typically 10 - 15 hours

FAR part 61.109b states that for a twin rating, in addition to the single engine PPL, you need:

• 3 hours multi-engine cross country
• 3 hours multi-engine night - 1 flight of over 100 nautical miles, and 10 takeoffs and landings to full stop
• 3 hours multi-engine on instruments
• 3 hours of multi-engine flight training to prepare for the exam.
• 12 hours @ USD 120/hour for a Seminole 1400 for the flying, and 300 for an instructor (25 USD per hour). Plus test etc, not much change out of 2000 USD. But, you get double the experience required by the CAA (=?safer), for a similar total price - worth considering if you are then going to spend some time on the same trip flying in the US.
  
  Anglo American in San Diego have an all-in deal for USD 2125 (Seminole), including 10 nights' accommodation.

Complex

This is an endorsement. Typically 2-10 hours.

Seaplane

Rating and Checkride. Typically 15 hours for pilots. Cost is about $1200. The most prestigious is

Kenmore Air, located in north Seattle, at 01-206-364-6990.

Sound Flight, locate in south Seattle (Renton) is near the FAA Flight Service Center and I believe have a UK CAA instructor. This informatin is a few years old, so I'm not sure if they're still offering seaplane training. If not, please let me know.
+01-425-254-8063
href="http://www.soundflight.net/">www.soundflight.net

Commercial

Rating and Checkride. This can be combined with an IR. Most Americans obtain this at their convenience and it usually only take 10 hours if taken separately from an IR.

Rotorcraft

Most of the large schools offer this. Typically this takes 50 hours in addition to a PPL, or 75 hours from scratch, but I may be wrong.

Backcountry or Bush training

instruction of about 4-5 hours; no endorsement. I've trained with the late Lynn Clark, in McCall. There are other backcountry training locations, including in Sun Valley, Idaho, and Colorado.

ATP

Air Transport Pilots must have at least 1500 hours. Second seat airline pilots may have a Commercial license.

What to Do in Advance

Visit an airport and sit behind the controls of different planes. Most training facilities use Cessna 152's, 172's, Piper Arrow 140's, Piper Tomahawks, and Katanas (new Canadian plane, a little like a Tomahawk and a lot like a slow version of a microlight). If, for example, you have a hard time fitting in a 152, you will not have an enjoyable experience in one.

Train on a flight simulator.

Get a yoke or at least a handle grip joystick. Rudders aren't necessary on a sim for a PPL, as you will learn that when flying a real plane.

Get the test prep books.

There are computerized versions available from Jepperson, Gleim.
A computerized test prep is free at Akmal Kahn's "Mooney Junction"website, now ported over to www.aviating.com/mooney. He has (had) test preps for Private, Instrument and Commercial, but you need the written version for the charts (but an old version will do!) It has a nice 'nag' feature for questions you missed. Keep the zip file for repeat reviews. If you use PkUnzip instead of Winzip, you need to insert the long filenames manually. I don't know whether these are the current versions of the tests.

Instrument Simulators

Instrument simulator software is very effective for learning IFR procedures. Again you need a yoke, but do not need the rudders. IFT seems to be the most popular instrument trainer, but there are others.
For airline interview checkrides on simulators, you definitely want to learn to use the sim's rudders.

If you happen to be in the US for other reasons, take a ground school course.

Consider transportation if getting around is important to you. You can usually buy a used bike in the papers for about $50., or maybe you know someone who wants you to bring back a new Cannondale or K2.

"Extras" Which are Worth Getting

These will generally be "extras cost" beyond what's offered in the package deal. The cost should equal the hourly rate of flying, which is usually about $70./hour with instructor. Instrument time may be more because normally only more advanced aircraft are IFR equipped.

Spin training

As a matter of safety, it helps you recognize spin entry and helps you recover easily. Spins can be habit forming, as most pilots thoroughly enjoy them.

Flight in actual IFR conditions

IFR is flight without visual reference to the ground. PPL training includes two hours with a vision obstructing hood, flying by instruments. The hood teaches use of the instruments, but does not simulate an environment with no ground reference. After a small amount of hood flying, ask your instructor for some time "in actual" IFR.

The reason for my suggestion is simple: The life expectency of a VFR pilot (no IR training) entering clouds is about 30 seconds (plus the time it takes to get to the scene of the accident). The life expectency of an IFR pilot entering clouds exceeds that of a VFR pilot who never enters clouds. The FAA figured that one out and extended hood training from 1 hour to 2 hours. The 1 hour was calculated to give the VFR pilot enough time to make a 180 (turn) and get out. The 2 hours is calculated to give the VFR pilot enough skills to make the 180 after accidentally entering the soup. Actual IR is "calculated" to make sure and let you know what it's like to enter IFR.

Despite rumours, our weather isn't always perfect, and so it should be easy enough to talk an instructor to go up with you in IMC.

Information Needed

Please relate any information which you have on schools, numbers, websites, etc., at the email address below.

Schools

These are just links. I have made no attempt to evaluate them, with the exception of Rocky Mountain Air, where I trained (They are a small Fixed Base Operation; not an intensive training school).
800 numbers are toll-paid numbers (paid by the business). Do not use these unless you can get the benefit of the toll-paid connection.

With few exceptions, lodging accommodations are separate. Food is generally not included with lodging, despite the fact that such a food-included arrangement is called, "the American plan."

Schools Specialising in Concentrated US PPL Training

Naples Air Center (Naples, Florida)

They seem to enjoy a good reputation. They have a variety of aircraft and are near beaches, Dizzyland, etc. www.naples-air-center.comm, 01-941-643-1717, fax - 7704, 800-226-1720

Flyers Inc., San Diego, California. (probably the same as American Flyers, below)

American Flyers, San Diego, California; also Dallas, Texas.

www.AmericanFlyers.net or 01- 954-784-1450.

Anglo-American Aviation in San Diego - aaainc@4dcomm.com

They are planning to also provide CAA training. I think Rufus may have some information on this.

Mazzei Flying Service, Fresno

Fresno is an agricultural town in central California. Their housing prices seem quite low. You can save about $75 if you bring your own bedding and a plate. (Their prices for little things seem odd, considering that the dorm room prices are fair.)

Airborne Systems (Ft. Lauderdale, Florida

01-954-776-0543, fax -0527, 800-775-7705

ASI Flight

www.asiflight.com

Naples Air Center (Naples, Florida)

www.naples-air-center.comm, 01-941-643-1717, fax -7704, 800-226-1720

Ocala Flight Center (Ocala, Florida)

01-352-854-7188, fax - 5008, 800-578-7188

Phoenix East (Daytona Beach, Florida)

www.pea.com, 01-904-258-0703, fax 252- 6842, 800-868-4359

Walkwitz Aviation (Titusville, Florida)

01-407-264-0000, fax 383-1010, 800-766-0390

Pars Air (Newport Beach, Calif.)

Newport Beach is about 40 minutes south of L.A., and has reasonable climate. It appears that their prices may be a little higher than in the Florida schools. Hire a car and check out Sunset Strip. Make sure you visit Catalina Island on one of your lessons., 01-714- 752-6666, 800-727-7902

Sporty's (Hawaii)

Sporty's, http://www.fly-hawaii.com

Sportys are primarily in the business of selling everything from pilots' kits to books and souvenirs. They offer a vacation training program which includes accommodations for the student and a guest, so this is a great way to do it if you wish to spend the extra money. They also are known locally as Benchmark Flight Center, and Hawaii Island Hoppers, are located in Hawaii (The Big Island) in Hilo, and offer a vacation training programme. email above@aloha.net, 01-808-969-2000; Fax -1925; 800-838-7590

Prairie (Benton, Kansas)

I don't know where Benton is, but it's undoubtedly in the prairie. 01-316-778-1712

Schools Specialising in UK PPL Training in the US

Please see adverts in Flyer or Pilot for addresses.

UK Flight Training at Long Beach, California

(just south of L.A.

Anglo-American Aviation in San Diego -

(description above)

International Flying Academy, Ft. Pierce, Florida

Britannia Flight Training at Bartow, Florida

Ormond Beach, Florida

Twin Rating

FAR part 61.109b states that for a twin rating, in addition to the single engine PPL, you need

• 3 hours multi-engine cross country
• 3 hours multi-engine night - 1 flight of over 100 nautical miles, and 10 takeoffs and landings to full stop
• 3 hours multi-engine on instruments
• 3 hours of multi-engine flight training to prepare for the exam.

This is approximately double that required by the CAA, but of course you get more flying in for approximately the same cost.

Per hour cost of a twin is between $110 and $160, depending on equipment. Instructor time is in the range of $25/hour, and the cost of a twin rating nets out to about $2000 USD. The all-in deals are usually more economical, especially when you intend to do this on a US holiday.

Anglo American in San Diego have an all-in deal for $2125 (Seminole), including 10 nights' accommodation. I'm sure other outfits have similar arrangements, but make enquiries because the prices and costs will probably vary considerably.

Other Information

Rufus Heald

Rufus Heald is a UK agent for US PPL schools and has a website at www.avnet.co.uk/home/rufus/marh.htm

Differences in US Flying

Besides the low cost, expect:

• No landing fees at most places
• On-airway VFR flight as an option
• Don't even think about attempting an overhead join! Circuits are entered at "traffic pattern altitude", usually 1000' or 800', either from outside the downwind or from a midfield crossing. (Actually, we do have overhead joins, but most pilots here don't know how to execute them. If you say, "Entering on the dead side," most pilots will have no idea what you're talking about!)
• High density altitude airports.
• No concept of QFE altimeter settings.
• Pilot controlled lighting (PCL) of airfields, activated by 5 or 7 microphone clicks.
• General aviation used for a large number of utilitarian functions, ranging from commuting to backcountry access. (Motor transportation to wilderness other than by airplane is generally prohibited for environmental reasons.)

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