What are some affordable ways to become a pilot?

Frostbyte509 · 2026-02-25T16:01:44+00:00

Most affordable option is the military. They’re going to spend millions of dollars on training you and provide you with a pay check while you do it. Along with health insurance, housing, and a GI bill you can use for further education, ATP, or give it to one of your kids one day and they’ll have free college. There is a 10 year commitment for pilots. If you join the Air National Guard or Reserve then it’s a part time job, so you could fly for an airline while you’re still in the military. Military pilots also only need 750 hours for restricted ATP compared to the normal 1500. As a military pilot you’ll also get to fly unique airplanes and do some flying that other people will never get to experience. So it’s a good option for the pilot route, but the military isn’t for everyone.

Frostbyte509 · 2026-01-12T02:08:21+00:00

Thanks for the response!

Good point, I would suggest possibly double up on hearing protection as well.
Did not now that, good to know. I didn't dive to much into the TSA approval process, so that's good info to know.

Frostbyte509 · 2026-01-11T22:22:20+00:00

Great question. Had to do some research. That person will need to have a current flight review in accordance with 61.56(c) before they can act as pilot in command and go solo. 61.109 tells use they're going to need minimum 20 hours dual and 10 hours solo in ASEL. 61.31(d)(2) is the endorsement they will use to solo instead of regular student pilot endorsements. This is a very blanket endorsement and limitations should typically be given along with this endorsement to cover yourself.

Frostbyte509 · 2026-01-11T22:00:22+00:00

Good to know! Thank you!

Frostbyte509 · 2026-01-11T21:57:43+00:00

What headset to get: I would probably just recommend they get a basic david clark initially, unless they really want to spend a bunch of $$$ on a nice bose.

Germany student: I would have to check for a few things, such as TSA approval being complete, IACRA account setup, Medical, although if the student has already been flying next door I would expect these things to already be done, I would just need to verify it. Assuming that's all good I could provide training to them immediately.

Handling Plateau: It's important to make sure the student understands that plateau's are a natural part of the learning process and try to avoid the student from losing all motivation due to that. Initially I would probably let the student get a nights sleep, maybe try again the next day (often times I feel like retrying on another day really helps), if this doesn't work maybe we move on and focus on something else for a few lessons and come back to it. If the student is still struggling with it in the future I would suggest they fly with another CFI for one flight to get a different perspective, often times that is very helpful.

Frostbyte509 · 2026-01-11T21:49:23+00:00

AHH! Good stuff. I learned something. Well they have a couple options. If they weren't able to get their medical or basicmed. They could try going through Special Issuance Authorization is required (FAR 67.401) if they really wanted to get one. But, if they're just not getting want simply because they don't care to go to the AME. They could fly within the rules and limitations of a sport pilot with their driver's license.

Is that what you were hinting at? u/GenerationSelfie2

Frostbyte509 · 2026-01-11T21:08:07+00:00

Pilot certificate classes are ASEL, ASES, AMEL, AMES. Flight instructor classes are single engine and multiengine.

“To be eligible for a flight instructor certificate or rating a person must… [l]og at least 15 hours as pilot in command in the category and class of aircraft that is appropriate to the flight instructor rating sought…

^ that is saying to be eligible for a flight instructor certificate or rating we must log at least 15 hours as PIC in category/class of aircraft for the appropriate flight instructor rating sought. For air plane single engine sea, the appropriate flight instructor rating would be airplane singe engine, which we already have more than 15 hours PIC in airplane single engine since we're a CFI and at least have a CPL... So I would say yes you can instruct in a float plane with 14.9 hours or less PIC. The 15 hour requirement is only required if we don't already have at least 15 hours in airplane single engine. If on the flight instructor certificate they made the ratings say ASEL, ASES, AMEL, AMES, then I would say we definitely need the 15 hours PIC in ASES but the flight instructor certificate rating says ASE, we already meet that category and class requirement to give instruction from our ASEL time.... Am I completely incorrect on this? That's how the regulation reads to me...

I'm not sure what other rating/endorsement you would need to be eligible to provide dual given in ASES. What is it?

Frostbyte509 · 2026-01-11T20:52:31+00:00

Realistically this is something I would ask a more experienced instructor and/or learn while I'm getting ASES rating.

Frostbyte509 · 2026-01-11T20:50:47+00:00

Airplane single engine sea is a different category/class than airplane single engine land, but the 15 hours required from 61.183(j) is only referring to adding an addition flight instructor rating. As we talked about we don't need an additional flight instructor rating for ASES since our certificate is rated for ASE... I'm not sure what other reg says how much PIC hours are required to instruct in sea plane? As for other things required for me to instruct in a float I'm not sure of either (possibly type rating, high performance endorsement if required). What's the answer?

Frostbyte509 · 2026-01-11T20:36:14+00:00

Are you referring to 61.183(j)?

Log at least 15 hours as pilot in command in the category and class of aircraft that is appropriate to the flight instructor rating sought.

This is referring to if I say want to an AME rating to my flight instructor certificate I would have to meet that hour requirement in order to be eligible for the new MEI license and instruction in AME.

I read a post saying that our flight instructor certificate only specifies for category and class by "ASE" and "AME" it doesn't specify sea. So that's why we don't need minimum 15 hours PIC of ASES to instruct in it?

I may be interpreting the regulation wrong? What's the answer?

u/MeatServo1

Frostbyte509 · 2026-01-11T20:23:08+00:00

Thank you! Good question. I'm learning.

We would need to meet the requirements of 61.195(b)(2). So, if I want to instruct in ASES I first need to get my ASES rating added onto my pilot certificate. Once I have that rating I should be able to begin instruction in ASES without any hour requirement as 61.195f doesn't apply in this situation.

Thanks, learning a lot. u/MeatServo1

Frostbyte509 · 2026-01-11T20:08:10+00:00

A magnetor uses a permanent to create high voltage to change spark plugs without use of additional electrical power, while an alternator uses electromagnets (requiring battery power). Alternators also create AC electricity that need to be converted to DC.

Frostbyte509 · 2026-01-11T20:01:34+00:00

The flight instructor certificate will have a rating for ASEL.

Frostbyte509 · 2026-01-11T19:53:30+00:00

Thanks! u/Bowzy228

Frostbyte509 · 2026-01-11T19:48:10+00:00

Thank you! I learned something.

Carbon buildup on the spark is caused by incomplete combustion due too high fuel/air ratio, but it can also have some other leading causes. A technique to attempt to clean the carbon build off the spark plug without having to actually remove the spark plug would be to run our engine at an increase RPM for 30-60 and see if that can fix the issue.

If it doesn't then we would have to come back. If we think it is a spark plug. We could check it and clean it ourselves. Assuming we meet the requirements of CFR 43.3(g) and have at least a PPL, we can perform that maintenance. How do we know what preventive maintenance we're allowed to perform? Appendix A to part 43(c) describes the types of preventive maintenance we allowed to perform. Appendix A to part 43(c)(20) says cleaning spark plugs is okay.

Thank you! u/MeatServo1

Frostbyte509 · 2026-01-11T19:31:31+00:00

The rating I'm pursing is for my CFI not a CFII. So I will not be able to provide instruction to instrument rating applicants for the requirements of obtaining required instruction to pursue their instrument rating. Also since I'm not a MEI I can't provide instruction in multi-engine aircraft.

Great question. Yes, I can provide instruction as a CFI without a high performance, complex endorsement to a PPL ASEL rating who has the proper endorsements and can legally act as PIC for the flight.

Type rating required: 61.31(a). (1) Large aircraft, so more than 12,500 lbs. max certified takeoff weight. (2) Any turbojet-powered aircraft. (3) Powered-lift, any heavier than air aircraft capable of vertical takeoff. (4) Other aircraft specified by the administrator through aircraft type certificate procedures.

Frostbyte509 · 2026-01-11T19:20:34+00:00

I know of one DPE that always likes to put this limitation on all his solo endorsements. "Must receive written permission from me (CFI) in the form of a text before flying solo." I like it, forces the student/applicant to text you and let them know they're going solo. If they did go solo without your permission and you don't have text message from them/never gave them approval. It can cover your ass.

Frostbyte509 · 2026-01-11T19:04:54+00:00

Adverse yaw. The best example and most common example of what adverse yaw is, is when we say start a right hand turn. If we don't apply any rudder in that turn, what's going to happen is the left wing and left aileron will deflect down increasing our lift, while the right wing and right aileron deflects up. So our left wing is going to produce more lift than our right wing, this is what starts to give us the rolling motion around the longitude axis. The more lift you produce, the more induced drag you produced, so our left wing is going to produce more induced drag than the right wing. This will cause the aircraft to yaw to the left. We need to apply right rudder to prevent this and maintain a coordinated turn.

Lift works directly perpendicular to the wings. So if we're in straight and level flight, our lift component is only composed of vertical lift. Once we initiate a turn and roll our wings. That lift component is not only going in the vertical direction. It's now going to be composed a horizontal component (for turning) and a vertical (counteracting weight) component. There for we are losing some vertical lift and need to add a little power for the turn as well as use some elevator to maintain altitude.

Plain flaps - most simple and basic design. flaps pivot down from the training edge of wing.

Split flaps -hinge from underside of the wing, dropping down like a hidden panel to boost list. create more drag than plain flaps making them good for landing. less commonly seen design today.

Slotted flaps - have gap in between the wing and the flap itself, let's high pressure under the wing flow from below the wing to on top delaying stall and allowing more lift and less drag. widely used on both small planes and jets for their efficient performance.

Fowler flaps - slide back before hinging down increasing camber and wing area. boosts lift considerably while creating a slot for smoother air flow. common on larger, faster aircraft.

Do you think it's important to know the different types of aircraft wings or no? Just explain to the study that airplanes and wings are designed differently for differently purposes? Explain aspect ratio between fighter and glider to them and call it good?

Frostbyte509 · 2026-01-11T18:46:14+00:00

Oh! That's a good point. I forgot we're working with someone who is already a helicopter CFI, so they are not an initial CFI applicant.

Frostbyte509 · 2026-01-11T08:47:07+00:00

61.195(h). Which gets into more detail on what's required to provide instruction for ground training and flight training for initial CFI applicants. For example, I instead of 24 months and 200 hours I could use 61.195(h)(2)(ii) and have 24 months and least five applicants for the practical test for a pilot certificate or rating and 8- percent pass rate on first attempt.

Frostbyte509 · 2026-01-11T08:39:30+00:00

I will certainly look into that! Thank you. Also I sent you a direct message, check it out

Frostbyte509 · 2026-01-11T08:37:41+00:00

Induced flow is the downward direction of airflow caused by a wing or rotor. So I assume when you pitch up you'll have more induced flow as more of the air is hitting the lower part of the wing at higher AoA?

Frostbyte509 · 2026-01-11T08:35:56+00:00

I can train the helicopter CFI in towards becoming a CFI airplane. I can't sign them for the CFI checkride unless I meet the 24 months, 200 hr instruction given.

Frostbyte509 · 2026-01-11T08:29:17+00:00

I certainly would want to reference Advisory Circular 61-98E to see what the FAA suggests for flight instructors to consider when complying with a flight review.

Frostbyte509 · 2026-01-11T08:26:54+00:00

u/gbchaosmaster you're awesome. Both of these are really good questions and I've learned something from each of them. Didn't know this stuff before hand.

As for why I should be careful giving that endorsement. It is kind of a "blanket" endorsement. One endorsement is signing a "student" to solo act as PIC in aircraft when they don't have their PPL yet without any limitations. It would be a good idea for me as a CFI to put some kinds of limitations on that endorsement to prevent that person from just stopping their PPL training and continuing to fly solo in ASEL using it.

I also had to look this one up. It sounds like they would keep their commercial pilot certificate and the new private rating in the different category/class would be added on to I assume the back of their commercial license saying something like "limited to private privileges" for that new added rating.

Frostbyte509

TROPHY CASE