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General Aviation information for From PPL (private pilots licence to ATPL (airline pilot) The cost and timeline including accommodation and career guide with Aerocare
You are welcome to come and do your Private Pilot License with Aerocare in the Free State , South Africa
To obtain a PPL all you need is an airplane and a certified instructor. This you can find by contacting Aerocare at 0825558222 0r Crause Steyl +27(0)823472780.
Before getting the PPL you need a certain amount of training. You need a minimum of 40 hours flight time (most students have an average of 40-60 hours much depending on how often they fly) and you have to pass a written exam. Students who go with a flight club usually buy the textbooks and study on their own to pass the written exam. This is a computer based multiple-choice test of 60 questions. If you train with a flight school they may offer ground school classes that cover the theory.
While studying for the written you start flying with an instructor. He will teach you the basics needed to safely manoeuvre an aircraft. And after 15-20 hours of flight time you make your first solo flight.
Our Samba XL during her maiden flight 11 December 2006
The next 20-50 hours are dominated by dual flights with your instructor, cross country flights to learn how to properly navigate, solo training flights and solo cross country flights. When your instructor feels the necessary skill level is reached he signs you up for a “check ride”.
A “check ride” is conducted by a certified examiner and usually done in the airplane you learned how to fly. You start with an oral exam of about an hour. Here you are asked questions to test the knowledge level and you cover a pre-planned cross country flight. After passing the oral part of the “check ride” you fly.
ZU – EKM the Modern trainer
The flying part of the PPL check ride takes from an hour to an hour and a half. Here you cover the basic manoeuvres, navigation skills and take offs and landings. Often the ride is started of as a cross country flight where you fly the first check points on the cross country route before doing manoeuvres and finish of with landing rounds at the airport.
After passing the check ride the examiner issue you a PPL and you are now a Civil Aviation Authority approved pilot.
Below is Aerocare’s cost structure
PPL QUOTATION 2007 - ALL PRICES EXCLUDE VAT
The Rand trade at +/- R7 rand to $1 usd
DESCRIPTION Hours COST TOTAL
DUAL TRAINING 25 R 650.00 R 16,250.00
SOLO TRAINING 15 R 650.00 R 9,750.00
PPL TEST 1 R 500.00 R 500.00
HIRE & FLY - TEST 3 R 520.00 R 1,560.00
STUDENT LICENSE APPLICATION 1 R 310.00 R 310.00
PPL APLICATION 1 R 360.00 R 360.00
COURIER FEES 2 R 180.00 R 360.00
PILOT KIT 1 R 1,850.00 R 1,850.00
SUB TOTAL: R 30,940.00
OTHER COSTS
MEDICAL 1 R 1,000.00 R 1,000.00
EXCESS INSURANCE PER YEAR 1 R 2,800.00 R 2,800.00
SUB TOTAL R 3,800.00
TOTAL: TRAINING AND OTHER COSTS R 34,740.00
VAT: R 4,863.60
GRAND TOTAL: R 39,603.60
PLEASE NOTE THAT THE ABOVE QUOTE IS AN ESTIMATE ONLY,
AND THAT ALL EXTRA FLYING / OTHER COST WILL BE
CALCULATED ON A PRO-RATA BASIS.
You may hire the aircraft at R650/hour
Thus you could also pay as you fly if you choose to learn as you can afford it.
PRICES SUBJECT TO INCREASE WITHOUT PRIOR NOTICE
* Below Our Accommodation at R100/night within walking distance to the flying school and aircraft plus minus 300yards
We at Aerocare could also supply accommodation at our Guest farm Benadia within walking distance from the Flying School at R100/night.
Always friendly in flying
Crause Steyl
0823472780
Herewith: Aerocare’s Aviation Career Guide
To be a successful pilot, professional flying or leisure, you need to know where, how and when to start.Aerocare’s Aviation Career Guide gives you the advantage of knowing how to bypass the common loopholes in flight training. For the purposes of this information herewith the SACAA and the USA FAA are in most instances the same.
Above the summer rains in the Eastern Free State and our fleet of twin engine aircraft
Requirements
A question many aspiring pilots ask is “what does it take?” – What is needed to become a pilot? Many still think you need special skills to pilot an airplane. And that you have to be extremely smart and have senses no-one else has.
This couldn’t be further from the truth. Though many pilots are smart all of them are just normal humans with a passion for flying. If you just want to learn how to fly for fun then there really are no requirements besides being able to read, write, talk and pass a medical test.
In theory this also applies to commercial pilots, but the requirements set by the flight schools are far below what the airlines require. In general you should have at least a high school diploma or equivalent and you will have a benefit if you got advanced math and physics classes. This is because the flight theory includes a lot of physics. Also basic math skills are used all the time in flying.
If you are aiming for the airlines some of them may even want you to have at least a two or four year degree from college. But this is all depending on demand for pilots, company policy and nationality of the airline and is therefore never an absolute.
However it is common for airlines to give you different tests with an aviation psychologist during the interview process. It is like an advanced IQ test specially made for the aviation industry. Testing like this can take from one to a couple of days and will evaluate your ability and potential as a pilot.
Buying a test like this from an aviation psychologist before starting your training can be a cheap and valuable investment. Some flight schools in Europe even require you to have taken such a test with a minimum score before they let you start training. The aviation psychologist will give you a certificate to add to your resume/application.
“Anyone can learn how to fly, just some use more time and money then others.”
Flight School (Aerocare’ is now an approved Flight School with Joggie Prinsloo as our CFI he has 15000hours of Instruction.
Because the diversity of flight schools is so large, we have decided to devote a page just to explain the build-up and practice of the different.
Common for flight schools
Common for them all is they have a chief flight instructor in our case Joggie . This is the person in charge of all flight training and can be compared to the principle of an ordinary school. Depending on the size of the flight school this usually is a person with a lot of flight time and instruction time. Quite often they are retired airline pilots or ex-military pilots with a genuine interest in flying and flight training.
His or her job is to look after all the flight training with the school and you are likely to fly with him on stage checks or progression tests. Depending on the size of the school he may have own students.
Under the chief flight instructor you find from one to several assistant chief flight instructors. They are senior instructors with the flight school or have a lot of instruction time. Like the chief flight instructor they perform stage checks or progression tests. Often they are responsible for a certain area of the training, ex. private pilot courses or instrument rating courses. The assistant chief flights instructor(s) may have own students, and quite often teaching other instructor students due to their experience level.
Under the chief and his assistant(s) you find all the flight instructors. They do most of the training at the flight school. Depending on the instructor certificates held he or she will do most of the flight training with you. Many instructors are fresh out of flight school and work as instructors to build flight time. Unfortunately some are not very interested in instructing, so always pay attention to your instructor’s behaviour in the beginning and go to your assistant chief flight instructor or chief flight instructor if you experience no progression. Sometimes the problem is the instructor, not you.
However with most serious flight schools this is not a problem.
Part 61 School (USA) & South Africa
The FAA has created two sets of rules for flight training; part 61 for flight instructors and part 141 for flight schools [read next]. A part 61 school is therefore nothing more then from one to several flight instructors offering flight training. Most flight clubs and Fixed base operators (FBOs) offering flight training under part 61.
In general, training with a part 61 school is less structured then part 141 but can also be a cheaper alternative. If you are looking to fly for leisure then this is a good alternative as you pretty much find them all over.
There is no difference in the flight certificates or ratings you obtain as they are the same for both part 61 and 141.
Part 141 School (USA) Aerocare is a part 141 School
The FAA and CAA has created two sets of rules for flight training; part 61 for flight instructors [read above] and part 141 for flight schools. A part 141 school has been approved by the FAA as a licensed training institution.
The FAA and CAA has set some standards to the training syllabus, classrooms, aircraft fleet, chief flight instructor, student pass rates, storing of student documents etc. The flight school has to apply and be inspected before being part 141 approved. Also they get regular inspections to make sure the standard meets the requirements.
Many students who want to make flying a career go to larger flight schools and therefore end up in a part 141 program. But it is not a guarantee that you get a good instructor (which is more important than 141 or 61) or get a job afterwards. There is no such thing as part 61 or part 141 certificates. In the end they look the same and you are expected to hold the same standard upon completion.
Ground School, Distant Learning and Online School
In addition to all the flight schools you also have schools only offering the theory part. As there is a lot of reading involved to become a pilot some only offer this part. The benefit is you can get rid of all the written pretty fast and then concentrate on the flying. With distant learning and online schools you can also be anywhere in the world and still do their programs.
Especially pilots brushing up on lost knowledge (there is a lot to keep track of); flight instructors renew their certificate or pilots converting from one nationality to another use ground, distant learning or online schools.
Also as many part 61 schools do not offer ground school classes and paying an instructor by the hour to teach you may be expensive, doing a class this way may be smart when starting your training.
Airline Preparation School
These are flight schools mainly working with simulator training or checking out pilots for airlines and bigger companies. The fleet often consists of large more advanced aircrafts used for type rating training and their main customers are airlines and companies training newly hired pilots or on staff pilots doing recurrence training. Most are airline owned.
First Officer Program
Not so much a school but we mention it. These are usually small cargo or passenger companies offering time building on their aircrafts for cheap. You can buy bulks from 250-1000 hour flight time and the price varies around $20 an hour for second in command time on multi engine aircrafts. Many even get hired by the company afterwards. If you have the money and want to build multi engine time fast this can be a good alternative. Just remember that you also need to cover living expenses during the period, and you probably won’t have time for an extra job. Private Pilot License – PPL
Every year thousands of people around the world take the first step into aviations finest arena; they become private pilots.
The private pilot license (PPL) can be compared to your driving license and is a must for anyone who pursues a career as an aviator. Like your driving license it gives you certain privileges and limitations. You can act as pilot in command on the airplanes you are rated and can bring along passengers. Most people obtaining a PPL use it for leisure and are often connected to a flight club. As airplanes can be expensive to own they are usually owned by the club and rented out to the members.
Private Pilot License in Europe (JAA)
To obtain a PPL in Europe you either have to join a flight school or become member of a flight club. The availability of training facilities vary depending on where in Europe you live, but if you want to obtain a private pilot license for leisure flying a flight club is usually the cheapest alternative.
Before getting the PPL you need a certain amount of training. You need a minimum of 40 hours flight time (most students have an average of 60-80 hours much depending on how often they fly) and you have to pass a written exam.
The written exam consists of 7 topics put together in a written multiple-choice test. As the theory is pretty time consuming most flight clubs or flight schools recommend you don’t fly very much before passing the exam.
Ones the written exam is out of the way you can concentrate on the flying. For the first 15-20 hours you and your instructor will cover the basics needed to safely manoeuvre an aircraft. You learn how to take off, climb, turn, decent and land. When your instructor feels comfortable you can do this safely he signs you of for a solo flight.
The next 20-50 hours are dominated by flights with your instructor, cross country flights to learn how to properly navigate, solo training flights and solo cross country flights. When your instructor feels the necessary skill level is reached he signs you up for a “check ride”.
A “check ride” is conducted by a certified examiner and usually done in the airplane you learned how to fly. You start by having a short oral exam. Here you are asked some questions to test the knowledge level and you cover a pre-planned cross country flight. After passing the oral you fly. After passing the oral part of the “check ride” you fly.
The flying part of the PPL check ride takes from an hour to an hour and a half. Here you cover the basic manoeuvres, navigation skills and take offs and landings. Often the ride is started of as a cross country flight where you fly the first check points on the cross country route before doing manoeuvres and finish of with landing rounds at the airport.
After passing the check ride the examiner issue you a PPL and you are now a JAA pilot.
Military Flying
The big dream for many is to become a military aviator. And it is no big secret that they are the top of the line flight students, getting the best training and flying the fastest, best, and most advanced aircrafts out there.
Also flying for your country put you on top of most job queues if you one day want to turn civilian again.
As the different branches and countries have different qualifications and application procedures this is just a general introduction to military aviation.
To get in you should be between 17 ½ and 28 years, but these requirements vary from country to country. United Kingdom for instance have set their age limits from 17 ½ to 23, while others may not have a high limit. However the younger you are when getting in, the better it is. Just be aware that some countries only let you apply ones and maturity is absolutely required to make it in.
You should have at least a high school diploma, and some countries even want you to have a college degree before applying. Studies in math and physics are also preferred. This may vary depending on country, branch and aircrafts to be flown.
Most countries prefer you don’t have any previous flight experience before applying. This is because military flying differ from civil flying, and there is flying involved in the selection process. In short, they want to form you into a good military pilot, and the best way of doing this is starting with a fresh flight student.
So if you are already a commercial pilot or have lots of flight hours you may not even qualify to apply. Again this varies. In the Unites States for instance you find many civil trained pilots flying for the National Reserves. However these spots are popular and you need at least a college degree and some flight experience to get in.
The good side of military aviation is definitely that you get to fly top of the line aircrafts. All flight training is paid for and if you one day wish to fly for the airlines you are more then qualified. The salaries are good and the job is pretty secure.
On the other side almost all countries have a binding time after completed training. This varies but is usually from 8-12 years of service; a long time if you don’t think military is the best place to be. Also you become a political tool and risk deployment wherever your country has armed interests.
Commercial Pilot License – CPL
The only way you can make flying a living is by obtaining a commercial pilot license (CPL). Best compared to a commercial driving license the CPL gives you the privileges of flying for compensation or hire. This covers everything from flight instruction and crop dusting to piloting large airliners.
Before you start training for the CPL you need to hold at least a private pilot license (PPL) and an instrument rating (IR) is advised.
Commercial Pilot License in the United States (FAA)
There are two ways of obtaining the commercial pilot license in the United States; through a certified instructor or through a certified flight school (part 141).
If you choose to fly with a freelance instructor in a flight club you need at least 250 hours of total flight time. These are broken down in cross country hours, pilot in command time etc. Most commercial pilots in the United States have close to or over 250 hours when they get the CPL.
Flying with a part 141 flight school the hour requirements are a little less. However you have to do your training from scratch (private pilot license) in a part 141 program. This way you can obtain the CPL at a minimum of 190 hours total time. It is also a requirement that you have completed the instrument rating (IR), or currently enrolled in an instrument rating (IR) course.
Commercial Pilot License in Europe (JAA)
The training for the commercial pilot license in Europe is slightly different then in the United States. Many flight schools do your instrument rating (IR) and multi engine class (ME) combined with the commercial training. This way you only do one “check ride” (flight exam) and obtain the multi engine class and instrument rating (IR) on the commercial pilot license right away.
Depending on the flight school’s program you do a total of 130 hours flight time before you get the CPL. As most students aiming for a commercial license in Europe are career oriented they usually follow a scratch to CPL program and can therefore get away with less flight hours.
Certified Flight Instructor – CFI or FI
A good way to build hours ones you become a commercial pilot are by obtaining an instructor license. As a flight instructor you gain experience by teaching others to fly. This way you learn the material extremely well (learning by teaching) and you get paid to fly. This is a very common way to start a flying career in the United States.
The instructor licenses come with ratings limiting you to certain areas of instruction. A regular instructor for instance can only instruct private pilot and commercial pilot students on single engine aircrafts. To do instrument instruction an instrument instructor rating (CFII or FII) is needed. Further to train students in multi engine aircrafts you need a multi engine instructor certificate (MEI or FI ME).
Airline Transport Pilot License – ATPL
This is the highest license you can get as a pilot and is required to act as the pilot in command (PIC) [captain] of a multi crew aircraft. Both in Europe and United States you have to be at least 23 years of age and have at least 1,500 hours of total flight time before obtaining an ATPL.
In the United States (FAA) it is common to fly as a commercial pilot (flight instructor, first officer, etc.) until you have the needed hours for then to do the written exam followed by a check ride (flight exam). As airlines usually hire you for one day to be a captain with the company some require you hold the ATPL to get a job even though you fly as a first officer. This of course varies depending on the market situation.
In Europe (JAA) most flight students do all the theory right away and get a “frozen” ATPL. The final exam consists of 14 topics and takes from six months to a year to get through. As everything is taken as one exam it is very common to fail one or two topics. You then redo the topics failed.
A “frozen” ATPL just indicate you have done all the theory but don’t have the required flight experience to get a full ATPL. Ones the company upgrade you to captain the ATPL is issued combined with the pilot in command type rating for the aircraft to be flow.
Crause Steyl
+27 (0) 823472780
