Learning to fly will unlock a world of possibilities and give you unparalleled freedom to see the world. It is a truly unique experience—one of the last great adventures in our modern life. It is challenging, rewarding and flat out fun!
Some people start flying to make a career out of it, eventually working as a professional pilot. There are numerous jobs in aviation besides just airline pilot. Career opportunities include business aviation pilot, flight instructing, cargo airlines, military flying, law enforcement and many more. Read more about becoming a professional pilot.
For others, flying is a convenient and cost-effective method of personal or business travel. You can set your own schedule, use airports that airlines don’t serve and leave the hassles of security lines behind. For business use, airplanes allow you to do more in one day than you could do in a week traveling by airline. Flexibility, privacy, security and freedom are all great reasons to use a personal airplane for travel.
In the end, though, many pilots fly for pure enjoyment, taking local flights on nice days to soar above familiar locations and new and interesting places. You can take a friend and fly for lunch at another airport, tour local landmarks or attend fly-ins to meet other pilots and get involved in the aviation community. No matter where you’re headed, being up in the air is the greatest thrill of all.
Whether you want to fly for a living or just for fun, general aviation offers a safe, rewarding and efficient way to travel.
Learning to fly will unlock a world of possibilities and give you unparalleled freedom to see the world.
How to become a pilot – a learn to fly checklist
The process of learning to fly can seem overwhelming at first. But you can do it, and our team of flight instructors here at Sporty’s can help. That’s why we’ve developed this quick checklist of key steps to help you become a pilot:
You must be at least 16 years old to solo an airplane.
There is no “right” type of person to become a pilot. Aviators come from all kinds of backgrounds, each with unique reasons for flying. The good news is, you can take lessons at any age—there is no minimum and no maximum.
Some requirements to keep in mind:
You must be at least 16 years old to solo an airplane (or 14 to solo a glider)
You must be 17 years old to earn a license (Sport, Recreational or Private certificate)
For the Recreational and Private certificates, you will need to pass a Third Class Medical exam. This isn’t a big deal (and no, you don’t have to have perfect vision – read why
You must be able to read and speak English
And no, you don’t have to be a math genius or have perfect health. Attitude and determination is more important than age or skill. A commitment to take the training seriously, and stick with it will serve you well. Learning to fly is a long, sometimes arduous journey marked by elation and occasional frustration. The process will be easier, and more enjoyable, if you can maintain a positive, always learning attitude.
Maintaining a positive outlook with a focus on what the aviation community and being a pilot will provide will aid in your success. And there are plenty of ways to involve your support network (family, friends, etc.). Keep them apprised of your progress and even invite them to the airport or recruit to help you study. The more support you have, the better!
How much does it cost to earn a pilot’s license?
No one wants to pay too much for a product or service, and it’s certainly no different with learning to fly. Learning to fly involves some expense, but it’s important to examine this expense as an investment that will provide a lifetime of return. The extent and depth of the training you will receive for your money makes learning to fly one of the all-time great bargains compared to many other recreational or business pursuits. For your investment, you will acquire the basic skills needed to safely enjoy an extraordinary and unique activity for years to come—a pilot’s license never expires!
Cost varies by flight school and license, and geographic location, but it is usually about the price of a family vacation for a week.
Cost varies by flight school and license, and geographic location, but it is usually about the price of a family vacation for a week (anywhere from $10,000 to $15,000). And, you can pay as you go, so there’s no large payment due up front. And the good news is that you can control much of what you spend and take steps to make your training more efficient (read our Five Ways to Save Money During Training). Frequency of training has the greatest impact on your total investment. Sporty’s recommends a frequency of 2-3 lessons per week for the best efficiency. A lesson costs about $250 – $300 which translates to $2,000 – $3,000 per month over the course of your training (about 4-5 months).
As with many things, in the long run value turns out to be more important than the bottom-line cost of your flight training. You should be concerned with what you are getting for your money, not just how much you’ll spend. Value is measured by the quality of the training, and the relationship that develops between you and your instructor or flight school. The cheapest usually isn’t the best.
When researching cost, be sure to ask about all the expenses associated with training: instructor time, including preflight and post-flight briefings, aircraft rental, ground school, the written test, the oral exam and check ride, and the necessary supplies.
Some schools, and most ab initio career-training academies, charge an all-inclusive price covering flight and ground training for all certificates and ratings in the program. Look carefully at these deals. A seemingly low package price may cover only the minimum instructional flight hours required in the regulations. Since most people take longer, you could end up spending considerably more. Also check on the school’s financial stability and refund policy in the event you must withdraw for whatever reason and always be cautious of paying large sums of money up front.
If cost is a critical concern, make it a priority on your school shopping list, but don’t lose sight of the importance of value.
How to earn a flight training scholarship
It’s no secret that pilot training requires a significant investment, but thankfully there are resources to help. Sporty’s Flight Training Central has compiled a list of those resources that contain hundreds of awards worth millions of dollars that can be applied to various phases of pilot training. Please check carefully for eligibility and deadlines and remember these important tips:
Carefully review scholarship requirements to ensure eligibility before applying
Be meticulous in reviewing forms and items that must be submitted with applications and be accurate in your completion
Stand out in the crowd – include background, service and experiences that are uniquely you
Don’t procrastinate – if required to obtain a letter of reference, start early and don’t expect those who may offer recommendations to be able to deliver a polished letter on a day’s notice
Respect the deadlines – deadlines do not mean post marked. Allow enough time for your applications to arrive well ahead of deadline
What’s the right pilot certificate: Sport, Recreational or Private Pilot?
When you start flying, you may be presented the choice of pursuing your Sport Pilot, Recreational Pilot or Private Pilot certificate. Understanding the differences between them will help you to choose the path that is best for you.
You may be presented the choice of pursuing your Sport Pilot, Recreational Pilot or Private Pilot certificate.
Sport Pilot – The Sport Pilot certificate allows you to earn your pilot’s license in as little as 20 hours of training, and does not require a medical certificate (see above); however, a sport pilot must hold at least a current driver’s license. In practice, most students will require more than the minimum flight training experience. You are, however, limited to flying Light Sport Aircraft (LSAs), defined as a maximum of 1320 lbs. maximum weight and 120 knots maximum speed (a Cessna Skycatcher, for example). You’ll need to check on the availability of light sport aircraft at your local flight school as the aircraft are not as readily available as other category aircraft.
Recreational Pilot – Another great option for new pilots to get in the air quickly is the Recreational Pilot Certificate, which requires a minimum of 30 hours of flying. While 30 hours in the minimum, similar to Sport training, in practice, pilot will typically take closer to 40 hours of training to obtain the required level of safety and proficiency.
The Recreational certificate allows you to carry a passenger during the day in good weather, and in aircraft with up to four seats and up to a 180 horsepower engine (a Cessna Skyhawk or Piper Cherokee, for example). This is perfect for local flights with family or friends, and will get you into the air quickly. You can also add additional privileges or transition to the Private Pilot certificate when you’re ready–you’ll just do some additional training with an instructor on cross country, night flying and/or in airspace requiring communication with Air Traffic Control.
Private Pilot – The Private Pilot certificate has been around the longest, and is often what people mean when they say they “got their license.” There are fewer restrictions on the type of airplane you can fly and the places you can fly to, and there are plenty of options for add-on privileges, like Instrument and Multi-Engine ratings. The minimum training time is 40 hours–at least 20 with an instructor and 10 solo–but most students take 60-80 hours. This training time may also very depending on the rules under which the flight school operates. You may here terms such as training under Part 61 vs. Part 141 – read about the differences here.
For all three of these certificates, you’ll be required to complete ground training (which can be largely accomplished online), a written exam and a flight test. Only the Recreational and Private certificates will require that you earn a medical certificate, but read why that’s not a big deal.
Also remember that you can change your mind as you train. For example, Sport Pilot training time will count towards a Recreational or Private license. It’s also worth noting, that every pilot has to solo (fly the airplane by himself) as a first step so there is no need to make a decision quickly. The most important first step, take an introductory or discovery flight at your local airport!
How to get a Student Pilot Certificate
You will need a Student Pilot Certificate before your first solo; that momentous occasion when your instructor has enough confidence in your ability to depart the airplane and send you off by yourself. When training under the general rules for flight training, you can obtain the certificate at any time prior to the solo.
You will need a Student Pilot Certificate before your first solo.
To obtain your Student Pilot Certificate, you must complete an application through the Integrated Airman Certification and Rating Application (IACRA) website. As part of the registration process, you’ll obtain a unique FAA tracking number or FTN. A flight instructor, or other authorized individual, will verify your identify before your application can be completed and submitted. Once the application is submitted, he student pilot certificate will be mailed to the address provided by you on the application within a few weeks, but will be available to download from IACRA within a few days.
Your Guide to the FAA Medical Certificate and Alternatives
The pursuit of most pilot certificates will require you to obtain and hold an FAA Medical Certificate.
The pursuit of most pilot certificates will require you to obtain and hold an FAA Medical Certificate prior to flying solo.
If you are pursuing a Sport Pilot Certificate and will only be flying solo in a Light Sport Airplane, you may be able to use your valid driver’s license as a testament to your acceptable health. To exercise the option of using your driver’s license in place an FAA Medical Certificate, you must not have failed your most recent attempt at an FAA Medical Certificate or be under a medical suspension. If you have never attempted to obtain an FAA Medical Certificate or you allowed your most recent medical to expire, the valid driver’s license may be an option for you.
If you are learning to fly in a glider, motorglider, or balloon, you will not need a medical. You will simply need to be able to attest to the fact that you do not have any medical conditions that would preclude your safe operation of the aircraft in solo flight.
FAA Medical Certificate’s are issued by an FAA Designated Aviation Medical Examiner (AME). AME’s are physicians with a special interest in aviation safety and have training in aviation medicine.
If you have any condition that may be medically disqualifying or could slow your medical approval, do not visit your AME before meeting with and discussing your options with a knowledgeable instructor. Alternatively, you can contact a resource like the Aircraft Owners and Pilots Association (AOPA) to discuss your situation. They have experts available to help find your best route for success in the medical certification process.
Some conditions that can be disqualifying or could slow your medical approval include but are not limited to:
Diabetes
Heart Disease
Nervous Disorders
History of Kidney Stones
Emotional or Mental Disorders
Epilepsy
Uncorrectable Vision
Certain Levels of Hearing Loss
History of Alcohol or Drug Dependence
Any condition that could impair your ability to operate an aircraft safely
If you would like further information on potentially disqualifying conditions, the standards for medical certification are contained in Title 14 Code of Federal Regulations (CFR) Part 67. If 14 CFR Part 67 indicates that a condition will not allow you to obtain a medical certificate, all hope is not lost. There may be an option to obtain a special issuance medical certificate or obtain a medical with certain operating limitations. Discuss this with one of the previously mentioned sources before pushing forward with your examination.
If you are in good health and ready to obtain your FAA Medical Certificate, find an AME, schedule an appointment, and fill out your application on MedXPress before going to see the doctor. Be truthful on this application, especially in the area of alcohol related driving offenses. The FAA can and will check your answers against the National Driver Register database. Falsification of facts can lead to fines and revocation of certificates.
At some point in the process, you will be asked about the “Class” of medical you would like to apply for. We will review the classes in a moment but you should plan to obtain the class of medical certificate required, for the certificate level you ultimately want. This will tell you if you are medically qualified for that certificate. Finding this out now is better than waiting until you have already spent thousands of dollars on training for a certificate that you ultimately may not be able to use.
A 1st Class medical is required when flight operations require an Air Transport Pilot (ATP) certificate. An ATP is required to act as the Pilot in Command (PIC) or Captain of a scheduled airliner.
A 2nd Class medical is required when flight operations require a Commercial Pilot certificate. A Commercial certificate is required essentially to get paid to be a pilot.
A 3rd Class medical is required for all other flight operations that require an FAA Medical Certificate. This includes Student Pilots pursuing a Recreational or Private certificate, Recreational and Private pilots, and most Flight Instructors.
For operations as a Student, Recreational, or Private Pilot, all classes of medical certificates are valid for 60 calendar months if you obtained the certificate prior to your 40th birthday. If you obtained the medical on or after your 40th birthday, the certificate is valid for only 24 calendar months.
More detailed information about FAA Medical Certificate expirations can be found in the table below from the FAA via 14 CFR Part 61:
If you hold
And on the date of examination for your most recent medical certificate you were
And you are conducting an operation requiring
Then your medical certificate expires, for that operation, at the end of the last day of the
(1) A first-class medical certificate
(i) Under age 40
an airline transport pilot certificate for pilot-in-command privileges, or for second-in-command privileges in a flag or supplemental operation in part 121 requiring three or more pilots
12th month after the month of the date of examination shown on the medical certificate.
(ii) Age 40 or older
an airline transport pilot certificate for pilot-in-command privileges, for second-in-command privileges in a flag or supplemental operation in part 121 requiring three or more pilots, or for a pilot flightcrew member in part 121 operations who has reached his or her 60th birthday.
6th month after the month of the date of examination shown on the medical certificate.
(iii) Any age
a commercial pilot certificate (other than a commercial pilot certificate with a balloon rating when conducting flight training), a flight engineer certificate, or an air traffic control tower operator certificate
12th month after the month of the date of examination shown on the medical certificate.
(iv) Under age 40
a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)
60th month after the month of the date of examination shown on the medical certificate.
(v) Age 40 or older
a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)
24th month after the month of the date of examination shown on the medical certificate.
(2) A second-class medical certificate
(i) Any age
an airline transport pilot certificate for second-in-command privileges (other than the operations specified in paragraph (d)(1) of this section), a commercial pilot certificate (other than a commercial pilot certificate with a balloon rating when conducting flight training), a flight engineer certificate, or an air traffic control tower operator certificate
12th month after the month of the date of examination shown on the medical certificate.
(ii) Under age 40
a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)
60th month after the month of the date of examination shown on the medical certificate.
(iii) Age 40 or older
a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)
24th month after the month of the date of examination shown on the medical certificate.
(3) A third-class medical certificate
(i) Under age 40
a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)
60th month after the month of the date of examination shown on the medical certificate.
(ii) Age 40 or older
a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)
24th month after the month of the date of examination shown on the medical certificate.
How do I choose a flight school?
Finding a flight school is the first step towards earning your license. So how to find one? Our flight school database is a good place to start—it shows over 1,000 flight school locations in the US. You can also do a basic search at your favorite internet search engine, or ask other pilots for recommendations.
Once you’ve located some schools, choosing the right one is one of the most important choices you’ll make in training. More than anything, a flight school needs to be a good fit for you–your schedule, your goals and your personality.
Visit flight schools near you. Meet with the staff and tour the facilities and airplanes. Ask any questions you may have about the flight training process, flight school policies, scheduling, rates and instructors. Your personal opinion counts here. Do the airplanes look clean and well-maintained? Are the instructors friendly and helpful? What is your general feeling about the school as a whole? Details matter and typically, if a flight school cares about the details, you’re in for a good experience.
Personal referrals are always a good option. Consider if you are connected to someone who has trained at a specific school and would be willing to recommend the school and/or an instructor.
Flight schools vary from large training facilities to one airplane flight schools with part time instructors. But bigger doesn’t always mean better, so look for some signs of a well-run flight school:
A bricks-and-mortar facility with classrooms, helpful teaching aids, and a supportive learning environment.
A staff of flight instructors from which to choose.
An engaged and supportive management structure
A proven training curriculum.
A well-maintained fleet of training aircraft.
An efficient scheduling system for aircraft and instructors.
Flexible hours to fit your training schedule.
Experience in teaching primary students.
Financing arrangements to help you manage the cost of learning to fly.
Some schools that cater to aspiring professional pilots even offer housing and job placement opportunities.
You can also train with an independent instructor, outside of a formal flight school. This can be a good option if the instructor is someone you know and respect and whose schedule fits yours. But make sure to ask about access to an aircraft—if you’re constantly canceling lessons because you can’t rent an airplane, you’ll soon get frustrated.
How do I choose a flight instructor?
Spend some time to find the right flight instructor who will have the greatest influence in your success.
Even after choosing the perfect flight school, spend some time to find the right flight instructor who will have the greatest influence in your success. He or she will be a key element in your training and how much enjoyment you get out of flying. While all flight instructors are certified by the Federal Aviation Administration and meet minimum standards, your personality and attitude will naturally be a better fit with some instructors than others. Just like you “interviewed” the flight school, sit down with a prospective instructor and get to know them. Talk about your reasons for learning to fly, your goals and your questions. Ask about the instructor’s background, their previous students and what training curriculum they’ll use. And as always, judge whether your personalities will be a good match. Your gut feel is usually more important than the age or experience of an instructor. In most situations, you’ll forge a lifetime relationship with your instructor.
It’s important to ensure you’ll be able to maintain open and clear communication and that expectations for both you and the instructor are well known and that you will have an active voice in the process.
Also keep in mind that, at most flight schools, you can change flight instructors if the relationship simply isn’t working well. Personal referrals also go a long way. If you have a connection to someone who has trained at a particular school, find out more about the instructor and why that person connected.
Your first flight lesson – a video preview
Getting into the air and taking your first flight is the most important—and most enjoyable—step you can take in your journey. There’s nothing like your first takeoff in an airplane to show you the fun and freedom of flying. If you’re on the fence about learning to fly, go take a first lesson!
For your first flight, you and your instructor will probably spend about an hour together. You’ll do a pre-flight inspection of the airplane, talk about some basic concepts and then go flying. You’ll most likely sit in the left seat, with your hands on the controls—you are flying!
The instructor will show you a normal takeoff, basic maneuvers (straight and level flight, turns, descents, etc.) and a normal landing. When you land, your instructor will make your first logbook entry. You’re now on your way to becoming a pilot.
https://media.flighttrainingcentral.com/wp-content/uploads/2024/03/04123823/182-instruction-scaled.jpg17072560Flight Training Central Staffhttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngFlight Training Central Staff2024-05-01 12:00:082024-05-01 09:46:02How to get started learning to fly
Free resources, original content, and special offers throughout May
May is Learn to Fly Month at Sporty’s.
May is Learn to Fly Month at Sporty’s, a celebration of learning to fly designed to help new pilots achieve their aviation goals. In addition to offering savings on popular pilot gear and training resources, Sporty’s will be posting inspiring content on its social media channels, presenting webinars, and delivering valuable flight training resources throughout Sporty’s media network sites, includingFlightTrainingCentral.com andSporty’s PIREPs Blog.
Sporty’s Media Network will publish a wide variety of articles and multimedia content across all its sites:Flight Training Central,Air Facts, andiPad Pilot News. Pilots also can learn from live webinars hosted by industry experts. Sporty’s PIREPs Blog will feature a collection of frequently asked questions related to the flight training process, with thoughtful answers from Sporty’s team of flight instructors.
Limited time Learn to Fly Month specials will be available on a variety of products, including Sporty’s award-winningLearn to Fly Course. Pilots will also be able to save on flight bags, kneeboards, and other equipment to support the flight training process. All pilots can brush up on their pattern work with Sporty’sTakeoffs and Landings Course, available free throughout the month of May.
“We’re also proud to sponsor EAA’sLearn to Fly Week during the week of May 13,” said Zimmerman. “There has never been a better time to become a pilot, and our goal is to bring the entire aviation community together in May to tell that story.”
Sporty’s Learn to Fly Month runs from May 1 through May 31. For a complete list of content and events, visitSportys.com/LearnToFlyMonth.
https://media.flighttrainingcentral.com/wp-content/uploads/2024/04/24103157/chris-c182-steep-turn.jpg15362048Flight Training Central Staffhttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngFlight Training Central Staff2024-05-01 08:55:122024-04-25 10:12:53May is Learn to Fly Month at Sporty’s
It’s important for pilots to understand the operating requirements and restrictions regarding Special Use airspace (SUA). SUA consists of Prohibited, Restricted, Warning, Military Operation, Alert, and Controlled Firing Areas. All SUA is depicted on aeronautical charts, except for controlled firing areas (CFA), temporary military operations areas (MOA), and temporary restricted areas. Pilots can request the status of SUA by contacting the using or controlling agency. The frequency for the controlling agency is tabulated in the margins of the applicable IFR and VFR charts.
It’s important for pilots to understand the operating requirements and restrictions regarding Special Use airspace (SUA).
Prohibited Areas specifically prohibit aircraft flight. This is done for security or other reasons associated with the national welfare. As an example, the Prohibited airspace, P-40, protects the Presidential retreat at Camp David in Maryland. Aeronautical charts will provide the altitudes and operating times for Prohibited areas, if applicable. It’s important to check the NOTAMs if you’ll be flying around these areas as some of the dimensions change in size. For example, P-40 expands from its normal diameter of six nautical miles to twenty nautical miles when the President is on the grounds.
Prohibited Area, P-40, surrounding the Presidential retreat, Camp David.
Restricted Areas
Restricted Areas are defined as airspace where aircraft flight is not probhibited, but is subject to restrictions. Restricted Areas may have regular time of operation or be activated with prior notice. Therefore, pilots flying VFR should check with the controlling agency (air route traffic control center) whenever they plan to fly through a Restricted Area to ensure the status. IFR flights will tpyically be routed around active Restricted Areas. If the restricted area is not active and has been released to the controlling agency, the ATC facility will allow the aircraft to operate in the restricted airspace without issuing specific clearance.
Restricted Areas depicted west of Salt Lake City.
Warning Areas
Warning Areas are similiar to Restricted areas and is designed to warn pilots of potential danger. Warning areas extend from three nautical miles outward from the coast of the US. Warning Areas cannot be designated Restricted Areas because they are over international waters.
Warning Area depicted off the coast of the Florida panhandle.
Military Operations Area
Military Operation Areas (MOA), are segments of airspace defined by vertical and lateral limits used to segregate military training activities from aircraft operating under instrument flight rules. Most military training requires abrupt maneuvering and high speed. In an MOA, military pilots are exempted from FAA regulations prohibiting acrobatics in certain airspace and on federal airways. MOA’s identify areas where these activities are conducted. Pilots should check with the ATC facility listed on the chart for real-time information about an MOA’s status. VFR flight is permitted in active MOA’s, but requires extreme caution and vigilance. IFR flights will usually not be cleared to fly through an active MOA.
MOAs located near Tyndall Air Force Base for military training activity.
Alert Areas
Alert Areas are depicted on charts to warn pilots of a high volume of pilot training or other unusual aerial activity. Pilots of participating and transit aircraft are equally responsible for collision avoidance.
Alert Area designated for a high volume of flight training.
Controlled Firing Areas
Controlled Firing Areas have activities which, if not controlled, would be hazardous to non-participating aircraft. They are not charted because activities are suspended immediately when spotter aircraft, radar, or ground lookout positions indicate an aircraft might be approaching the area.
National Security Areas
National Security Areas consist of airspace of defined vertical and lateral dimensions established at locations where there is a requirement for increased security and safety of ground facilities. Pilots are requested to voluntarily avoid flying through these areas. Pilots are also asked to avoid flight over power plants, dams, refineries, and military facilities even if they are not marked as National Security Areas. When it is necessary to provide a greater level of security and safety, flight in NSAs may be temporarily prohibited.
Pilot are voluntarily asked to participate in National Security Area restrictions.
Military Training Routes
Military Training Routes (MTR) are mutually developed by the FAA and the Department of Defense. They are generally established below 10,000′ MSL for operations at speeds above 250 knots. Terminal and Sectional charts show MTR’s used under VFR as VR and those flown under IFR as IR. MTR’s with segments above 1,500′ AGL are identified by a three-digit number. MTR’s flown entirely below 1,500′ AGL are identified by a four-digit number. Although pilots are not prohibited from flying on a military training route, you should be extremely vigilant when flying on, across, or near an MTR. You can check the status of an MTR by contacting flight service.
Temporary Flight Restrictions (TFR)
Temporary Flight Restrictions (TFR) may be imposed to protect persons or property in the air and on the ground. This may be to provide a safe environment for disaster relief aircraft and prevent an unsafe congestion of sightseeing and other aircraft in the area. TFR’s and limitations are also implemented in areas visited or travelled by the President, Vice President and other public figures. Presidential TFR’s may be stationary during a visit or move along with the president as he travels. Check the NOTAM’s for the latest information. Violation of this airspace could result in the use of deadly force.
TFR issued for the President visiting the Milwaukee area.
Parachute Jump Areas
Parachute Jump Areas are listed in the Chart Supplement. The pilot of a jump aircraft should be talking to ATC and should announce his intentions on the local advisory frequency. These communications should include his position, altitude, and the time that the jump will begin and end. Needless to say, alertness in these areas is paramount and the use of good common sense is necessary.
VFR Routes
The FAA has published routes to aid pilots flying under, around, and through complex Class B airspace. These are; VFR Flyways, VFR Corridors, and Class B Airspace Transition Routes. Charted VFR Flyways were created so that pilots could travel safely in areas heavily traversed by large turbine-powered aircraft. These flyways help the pilot plan flights into, out of, through, and near complex terminal airspace, avoiding altogether flying into Class B airspace. Pilot compliance with recommended flyways and associated altitudes is strictly voluntary. VFR Corridors are like a tunnel through Class B. An aircraft can operate in these corridors without a clearance from or communication with ATC. They are similar to VFR flyways except that they have specific vertical and lateral boundaries which must be followed by all participating aircraft. Because of the high volume of traffic in Class B, it is necessary to fly these corridors with extreme caution.
Class B airspace Transition Routes are similar, except that an ATC clearance is required. They are specific flight courses depicted on Terminal Area charts for transiting the Class B airspace. Unlike the former published VFR routes, transition routes include specific ATC assigned altitudes. On your initial contact with ATC, give them your position, altitude, route name desired, and direction of flight.
Class B transition route depicted through the San Fransicso Class B.
Terminal Radar Service Area (TRSA)
Another type of airspace is the Terminal Radar Service Area (TRSA). TRSAs are depicted on VFR charts with grey rings. There are only a few TRSAs left. As the name implies, radar traffic advisory service from ATC is available near a terminal in a TRSA. However, whether you get this service or call ATC within the boundaries of the TRSA is up to you. No ATC communication is required to fly in a TRSA. You’re likely to find class D airspace around the primary airport in a TRSA.
TRSA depited around the Class D, Huntington, WV Airport.
Washington SFRA
For heightened security, the Washington, D.C., Metropolitan Area Special Flight Rules Area (SFRA) was created. It extends from the surface to but not including 18,000′ MSL. Special flight rules provide for general aviation operations within the area. Before entering the airspace, you must file and activate a flight plan and contact ATC for a transponder code. VFR pilots must file a D.C. SFRA flight plan. This is in addition to any traditional flight plan that the pilot would normally file. At the heart of the D.C. SFRA is a Flight Restricted Zone with even more stringent requirements. If you enter the zone without authorization, you will be intercepted.
Washington, D.C. Special Flight Rules Area
A National Capitol Region Visual Warning System has been developed to warn pilots that they are violating the D.C. SFRA. The warning system uses low-level laser beams of alternating red and green lights. These lights are safe to look at and can be seen up to fifteen miles away during the day and twenty miles at night. Unfortunately, the light cannot penetrate visible moisture. Multiple laser sites provide coverage to the entire D.C. SFRA. Each site can illuminate and track a particular aircraft. If you see this, you should immediately contact ATC.
If you want to fly within sixty nautical miles of the Washington D.C. VOR, you must complete a special awareness training program and hold a certificate of training completion. You can find this requirement in 14 CFR 91.161. To get this free training, visit www.faasafety.gov. After you complete the program, print out your certificate of completion and keep it with you. If you want to fly in and out of these three Washington D.C. airports, you must apply for and be issued a personal identification number. This requires fingerprinting and a background check. More information on this program is available from the Transportation Security Administration at https://www.tsa.gov/for-industry/general-aviation.
https://media.flighttrainingcentral.com/wp-content/uploads/2023/12/20164407/Alert-Area.jpg19322048Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2024-04-29 08:55:242024-04-25 11:11:14Pilot’s guide to special use airspace
IFR Challenge: no second chances—what would you do following a missed approach in low IFR conditions
In this PilotWorkshops IFR Mastery scenario, you own a Beech Sundowner equipped with upgraded instruments, an IFR GPS and an autopilot. The Sundowner will take you, your spouse and a family friend from Abilene, Texas (KABI) to McAlester, Oklahoma (KMLC). On approach to your destination, you execute a missed approach in low IFR conditions. Should you try this approach again or cut your losses and head to the alternate? You decide and then compare your answer with those from the instructors at PilotWorkshops.
https://media.flighttrainingcentral.com/wp-content/uploads/2018/01/05174635/Cat-iiib-approach.jpg415800Flight Training Central Staffhttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngFlight Training Central Staff2024-04-26 08:55:422024-05-01 21:31:48IFR challenge from Pilot Workshops: What would you do?
Pilots should get in the habit of filing and opening VFR Flight Plans when flying away from the local airport environment. Then, in the unlikely event that you have an emergency or off-airport landing, the authorities know to come look for you along your planned route of flight. This week’s tip takes a look at how to file a VFR Flight Plan in the ForeFlight app for iPad, using the ICAO format, and how to open and close them in the air with Flight Service.
Welcome to the latest edition of the Flight Maneuver Spotlight series. Here, we’ll highlight the various maneuvers you’ll practice during your flight training and be expected to demonstrate during your private pilot checkride.
Each maneuver is part of Sporty’s 2024 Learn to Fly Course and includes a narrated video animation, along with step-by-step instructions that include performance standards and common errors. Study them while on the ground or print them for quick reference in the airplane.
These step-by-step instructions are part of the Flight Maneuvers Guide in Sporty’s 2024 Learn to Fly Course, which includes over 15 hours of HD and 4K video that demonstrate how to fly each maneuver, along with complete FAA test prep features.
How to get started learning to fly
/in Getting Started/by Flight Training Central StaffFollow our helpful learn to fly checklist.
Why Learn to Fly?
How to become a pilot – a learn to fly checklist
Who can be a pilot?
How much does it cost to earn a pilot’s license?
How to earn a flight training scholarship
What’s the right pilot certificate: Sport, Recreational or Private Pilot?
How to get a Student Pilot Certificate
Your Guide to the FAA Medical Certificate and Alternatives
How do I choose a flight school?
How do I choose a flight instructor?
Your first flight lesson – a video preview
Why Learn to Fly?
Learning to fly will unlock a world of possibilities and give you unparalleled freedom to see the world. It is a truly unique experience—one of the last great adventures in our modern life. It is challenging, rewarding and flat out fun!
Some people start flying to make a career out of it, eventually working as a professional pilot. There are numerous jobs in aviation besides just airline pilot. Career opportunities include business aviation pilot, flight instructing, cargo airlines, military flying, law enforcement and many more. Read more about becoming a professional pilot.
For others, flying is a convenient and cost-effective method of personal or business travel. You can set your own schedule, use airports that airlines don’t serve and leave the hassles of security lines behind. For business use, airplanes allow you to do more in one day than you could do in a week traveling by airline. Flexibility, privacy, security and freedom are all great reasons to use a personal airplane for travel.
In the end, though, many pilots fly for pure enjoyment, taking local flights on nice days to soar above familiar locations and new and interesting places. You can take a friend and fly for lunch at another airport, tour local landmarks or attend fly-ins to meet other pilots and get involved in the aviation community. No matter where you’re headed, being up in the air is the greatest thrill of all.
Whether you want to fly for a living or just for fun, general aviation offers a safe, rewarding and efficient way to travel.
Learning to fly will unlock a world of possibilities and give you unparalleled freedom to see the world.
How to become a pilot – a learn to fly checklist
The process of learning to fly can seem overwhelming at first. But you can do it, and our team of flight instructors here at Sporty’s can help. That’s why we’ve developed this quick checklist of key steps to help you become a pilot:
Learn more
Sign up for Sporty’s free Get Started Learning to Fly course.
Who can be a pilot?
You must be at least 16 years old to solo an airplane.
There is no “right” type of person to become a pilot. Aviators come from all kinds of backgrounds, each with unique reasons for flying. The good news is, you can take lessons at any age—there is no minimum and no maximum.
Some requirements to keep in mind:
And no, you don’t have to be a math genius or have perfect health. Attitude and determination is more important than age or skill. A commitment to take the training seriously, and stick with it will serve you well. Learning to fly is a long, sometimes arduous journey marked by elation and occasional frustration. The process will be easier, and more enjoyable, if you can maintain a positive, always learning attitude.
Maintaining a positive outlook with a focus on what the aviation community and being a pilot will provide will aid in your success. And there are plenty of ways to involve your support network (family, friends, etc.). Keep them apprised of your progress and even invite them to the airport or recruit to help you study. The more support you have, the better!
How much does it cost to earn a pilot’s license?
No one wants to pay too much for a product or service, and it’s certainly no different with learning to fly. Learning to fly involves some expense, but it’s important to examine this expense as an investment that will provide a lifetime of return. The extent and depth of the training you will receive for your money makes learning to fly one of the all-time great bargains compared to many other recreational or business pursuits. For your investment, you will acquire the basic skills needed to safely enjoy an extraordinary and unique activity for years to come—a pilot’s license never expires!
Cost varies by flight school and license, and geographic location, but it is usually about the price of a family vacation for a week.
Cost varies by flight school and license, and geographic location, but it is usually about the price of a family vacation for a week (anywhere from $10,000 to $15,000). And, you can pay as you go, so there’s no large payment due up front. And the good news is that you can control much of what you spend and take steps to make your training more efficient (read our Five Ways to Save Money During Training). Frequency of training has the greatest impact on your total investment. Sporty’s recommends a frequency of 2-3 lessons per week for the best efficiency. A lesson costs about $250 – $300 which translates to $2,000 – $3,000 per month over the course of your training (about 4-5 months).
As with many things, in the long run value turns out to be more important than the bottom-line cost of your flight training. You should be concerned with what you are getting for your money, not just how much you’ll spend. Value is measured by the quality of the training, and the relationship that develops between you and your instructor or flight school. The cheapest usually isn’t the best.
When researching cost, be sure to ask about all the expenses associated with training: instructor time, including preflight and post-flight briefings, aircraft rental, ground school, the written test, the oral exam and check ride, and the necessary supplies.
Some schools, and most ab initio career-training academies, charge an all-inclusive price covering flight and ground training for all certificates and ratings in the program. Look carefully at these deals. A seemingly low package price may cover only the minimum instructional flight hours required in the regulations. Since most people take longer, you could end up spending considerably more. Also check on the school’s financial stability and refund policy in the event you must withdraw for whatever reason and always be cautious of paying large sums of money up front.
If cost is a critical concern, make it a priority on your school shopping list, but don’t lose sight of the importance of value.
How to earn a flight training scholarship
It’s no secret that pilot training requires a significant investment, but thankfully there are resources to help. Sporty’s Flight Training Central has compiled a list of those resources that contain hundreds of awards worth millions of dollars that can be applied to various phases of pilot training. Please check carefully for eligibility and deadlines and remember these important tips:
View the scholarship listings at www.FlightTrainingCentral.com/Scholarships.
What’s the right pilot certificate: Sport, Recreational or Private Pilot?
When you start flying, you may be presented the choice of pursuing your Sport Pilot, Recreational Pilot or Private Pilot certificate. Understanding the differences between them will help you to choose the path that is best for you.
You may be presented the choice of pursuing your Sport Pilot, Recreational Pilot or Private Pilot certificate.
Sport Pilot – The Sport Pilot certificate allows you to earn your pilot’s license in as little as 20 hours of training, and does not require a medical certificate (see above); however, a sport pilot must hold at least a current driver’s license. In practice, most students will require more than the minimum flight training experience. You are, however, limited to flying Light Sport Aircraft (LSAs), defined as a maximum of 1320 lbs. maximum weight and 120 knots maximum speed (a Cessna Skycatcher, for example). You’ll need to check on the availability of light sport aircraft at your local flight school as the aircraft are not as readily available as other category aircraft.
Recreational Pilot – Another great option for new pilots to get in the air quickly is the Recreational Pilot Certificate, which requires a minimum of 30 hours of flying. While 30 hours in the minimum, similar to Sport training, in practice, pilot will typically take closer to 40 hours of training to obtain the required level of safety and proficiency.
The Recreational certificate allows you to carry a passenger during the day in good weather, and in aircraft with up to four seats and up to a 180 horsepower engine (a Cessna Skyhawk or Piper Cherokee, for example). This is perfect for local flights with family or friends, and will get you into the air quickly. You can also add additional privileges or transition to the Private Pilot certificate when you’re ready–you’ll just do some additional training with an instructor on cross country, night flying and/or in airspace requiring communication with Air Traffic Control.
Private Pilot – The Private Pilot certificate has been around the longest, and is often what people mean when they say they “got their license.” There are fewer restrictions on the type of airplane you can fly and the places you can fly to, and there are plenty of options for add-on privileges, like Instrument and Multi-Engine ratings. The minimum training time is 40 hours–at least 20 with an instructor and 10 solo–but most students take 60-80 hours. This training time may also very depending on the rules under which the flight school operates. You may here terms such as training under Part 61 vs. Part 141 – read about the differences here.
For all three of these certificates, you’ll be required to complete ground training (which can be largely accomplished online), a written exam and a flight test. Only the Recreational and Private certificates will require that you earn a medical certificate, but read why that’s not a big deal.
Also remember that you can change your mind as you train. For example, Sport Pilot training time will count towards a Recreational or Private license. It’s also worth noting, that every pilot has to solo (fly the airplane by himself) as a first step so there is no need to make a decision quickly. The most important first step, take an introductory or discovery flight at your local airport!
How to get a Student Pilot Certificate
You will need a Student Pilot Certificate before your first solo; that momentous occasion when your instructor has enough confidence in your ability to depart the airplane and send you off by yourself. When training under the general rules for flight training, you can obtain the certificate at any time prior to the solo.
You will need a Student Pilot Certificate before your first solo.
To obtain your Student Pilot Certificate, you must complete an application through the Integrated Airman Certification and Rating Application (IACRA) website. As part of the registration process, you’ll obtain a unique FAA tracking number or FTN. A flight instructor, or other authorized individual, will verify your identify before your application can be completed and submitted. Once the application is submitted, he student pilot certificate will be mailed to the address provided by you on the application within a few weeks, but will be available to download from IACRA within a few days.
Your Guide to the FAA Medical Certificate and Alternatives
The pursuit of most pilot certificates will require you to obtain and hold an FAA Medical Certificate.
The pursuit of most pilot certificates will require you to obtain and hold an FAA Medical Certificate prior to flying solo.
If you are pursuing a Sport Pilot Certificate and will only be flying solo in a Light Sport Airplane, you may be able to use your valid driver’s license as a testament to your acceptable health. To exercise the option of using your driver’s license in place an FAA Medical Certificate, you must not have failed your most recent attempt at an FAA Medical Certificate or be under a medical suspension. If you have never attempted to obtain an FAA Medical Certificate or you allowed your most recent medical to expire, the valid driver’s license may be an option for you.
If you are learning to fly in a glider, motorglider, or balloon, you will not need a medical. You will simply need to be able to attest to the fact that you do not have any medical conditions that would preclude your safe operation of the aircraft in solo flight.
FAA Medical Certificate’s are issued by an FAA Designated Aviation Medical Examiner (AME). AME’s are physicians with a special interest in aviation safety and have training in aviation medicine.
If you have any condition that may be medically disqualifying or could slow your medical approval, do not visit your AME before meeting with and discussing your options with a knowledgeable instructor. Alternatively, you can contact a resource like the Aircraft Owners and Pilots Association (AOPA) to discuss your situation. They have experts available to help find your best route for success in the medical certification process.
Some conditions that can be disqualifying or could slow your medical approval include but are not limited to:
If you would like further information on potentially disqualifying conditions, the standards for medical certification are contained in Title 14 Code of Federal Regulations (CFR) Part 67. If 14 CFR Part 67 indicates that a condition will not allow you to obtain a medical certificate, all hope is not lost. There may be an option to obtain a special issuance medical certificate or obtain a medical with certain operating limitations. Discuss this with one of the previously mentioned sources before pushing forward with your examination.
If you are in good health and ready to obtain your FAA Medical Certificate, find an AME, schedule an appointment, and fill out your application on MedXPress before going to see the doctor. Be truthful on this application, especially in the area of alcohol related driving offenses. The FAA can and will check your answers against the National Driver Register database. Falsification of facts can lead to fines and revocation of certificates.
You can find an AME using the FAA’s database found at https://www.faa.gov/pilots/amelocator/.
At some point in the process, you will be asked about the “Class” of medical you would like to apply for. We will review the classes in a moment but you should plan to obtain the class of medical certificate required, for the certificate level you ultimately want. This will tell you if you are medically qualified for that certificate. Finding this out now is better than waiting until you have already spent thousands of dollars on training for a certificate that you ultimately may not be able to use.
A 1st Class medical is required when flight operations require an Air Transport Pilot (ATP) certificate. An ATP is required to act as the Pilot in Command (PIC) or Captain of a scheduled airliner.
A 2nd Class medical is required when flight operations require a Commercial Pilot certificate. A Commercial certificate is required essentially to get paid to be a pilot.
A 3rd Class medical is required for all other flight operations that require an FAA Medical Certificate. This includes Student Pilots pursuing a Recreational or Private certificate, Recreational and Private pilots, and most Flight Instructors.
For operations as a Student, Recreational, or Private Pilot, all classes of medical certificates are valid for 60 calendar months if you obtained the certificate prior to your 40th birthday. If you obtained the medical on or after your 40th birthday, the certificate is valid for only 24 calendar months.
More detailed information about FAA Medical Certificate expirations can be found in the table below from the FAA via 14 CFR Part 61:
If you hold
And on the date of examination for your most recent medical certificate you were
And you are conducting an operation requiring
Then your medical certificate expires, for that operation, at the end of the last day of the
(1) A first-class medical certificate
(i) Under age 40
an airline transport pilot certificate for pilot-in-command privileges, or for second-in-command privileges in a flag or supplemental operation in part 121 requiring three or more pilots
12th month after the month of the date of examination shown on the medical certificate.
(ii) Age 40 or older
an airline transport pilot certificate for pilot-in-command privileges, for second-in-command privileges in a flag or supplemental operation in part 121 requiring three or more pilots, or for a pilot flightcrew member in part 121 operations who has reached his or her 60th birthday.
6th month after the month of the date of examination shown on the medical certificate.
(iii) Any age
a commercial pilot certificate (other than a commercial pilot certificate with a balloon rating when conducting flight training), a flight engineer certificate, or an air traffic control tower operator certificate
12th month after the month of the date of examination shown on the medical certificate.
(iv) Under age 40
a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)
60th month after the month of the date of examination shown on the medical certificate.
(v) Age 40 or older
a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)
24th month after the month of the date of examination shown on the medical certificate.
(2) A second-class medical certificate
(i) Any age
an airline transport pilot certificate for second-in-command privileges (other than the operations specified in paragraph (d)(1) of this section), a commercial pilot certificate (other than a commercial pilot certificate with a balloon rating when conducting flight training), a flight engineer certificate, or an air traffic control tower operator certificate
12th month after the month of the date of examination shown on the medical certificate.
(ii) Under age 40
a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)
60th month after the month of the date of examination shown on the medical certificate.
(iii) Age 40 or older
a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)
24th month after the month of the date of examination shown on the medical certificate.
(3) A third-class medical certificate
(i) Under age 40
a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)
60th month after the month of the date of examination shown on the medical certificate.
(ii) Age 40 or older
a recreational pilot certificate, a private pilot certificate, a flight instructor certificate (when acting as pilot in command or a required pilot flight crewmember in operations other than glider or balloon), a student pilot certificate, or a sport pilot certificate (when not using a U.S. driver’s license as medical qualification)
24th month after the month of the date of examination shown on the medical certificate.
How do I choose a flight school?
Finding a flight school is the first step towards earning your license. So how to find one? Our flight school database is a good place to start—it shows over 1,000 flight school locations in the US. You can also do a basic search at your favorite internet search engine, or ask other pilots for recommendations.
Once you’ve located some schools, choosing the right one is one of the most important choices you’ll make in training. More than anything, a flight school needs to be a good fit for you–your schedule, your goals and your personality.
Visit flight schools near you. Meet with the staff and tour the facilities and airplanes. Ask any questions you may have about the flight training process, flight school policies, scheduling, rates and instructors. Your personal opinion counts here. Do the airplanes look clean and well-maintained? Are the instructors friendly and helpful? What is your general feeling about the school as a whole? Details matter and typically, if a flight school cares about the details, you’re in for a good experience.
Personal referrals are always a good option. Consider if you are connected to someone who has trained at a specific school and would be willing to recommend the school and/or an instructor.
Flight schools vary from large training facilities to one airplane flight schools with part time instructors. But bigger doesn’t always mean better, so look for some signs of a well-run flight school:
You can also train with an independent instructor, outside of a formal flight school. This can be a good option if the instructor is someone you know and respect and whose schedule fits yours. But make sure to ask about access to an aircraft—if you’re constantly canceling lessons because you can’t rent an airplane, you’ll soon get frustrated.
How do I choose a flight instructor?
Spend some time to find the right flight instructor who will have the greatest influence in your success.
Even after choosing the perfect flight school, spend some time to find the right flight instructor who will have the greatest influence in your success. He or she will be a key element in your training and how much enjoyment you get out of flying. While all flight instructors are certified by the Federal Aviation Administration and meet minimum standards, your personality and attitude will naturally be a better fit with some instructors than others. Just like you “interviewed” the flight school, sit down with a prospective instructor and get to know them. Talk about your reasons for learning to fly, your goals and your questions. Ask about the instructor’s background, their previous students and what training curriculum they’ll use. And as always, judge whether your personalities will be a good match. Your gut feel is usually more important than the age or experience of an instructor. In most situations, you’ll forge a lifetime relationship with your instructor.
It’s important to ensure you’ll be able to maintain open and clear communication and that expectations for both you and the instructor are well known and that you will have an active voice in the process.
Also keep in mind that, at most flight schools, you can change flight instructors if the relationship simply isn’t working well. Personal referrals also go a long way. If you have a connection to someone who has trained at a particular school, find out more about the instructor and why that person connected.
Your first flight lesson – a video preview
Getting into the air and taking your first flight is the most important—and most enjoyable—step you can take in your journey. There’s nothing like your first takeoff in an airplane to show you the fun and freedom of flying. If you’re on the fence about learning to fly, go take a first lesson!
For your first flight, you and your instructor will probably spend about an hour together. You’ll do a pre-flight inspection of the airplane, talk about some basic concepts and then go flying. You’ll most likely sit in the left seat, with your hands on the controls—you are flying!
The instructor will show you a normal takeoff, basic maneuvers (straight and level flight, turns, descents, etc.) and a normal landing. When you land, your instructor will make your first logbook entry. You’re now on your way to becoming a pilot.
May is Learn to Fly Month at Sporty’s
/in News/by Flight Training Central StaffFree resources, original content, and special offers throughout May
May is Learn to Fly Month at Sporty’s.
May is Learn to Fly Month at Sporty’s, a celebration of learning to fly designed to help new pilots achieve their aviation goals. In addition to offering savings on popular pilot gear and training resources, Sporty’s will be posting inspiring content on its social media channels, presenting webinars, and delivering valuable flight training resources throughout Sporty’s media network sites, including FlightTrainingCentral.com and Sporty’s PIREPs Blog.
Sporty’s Media Network will publish a wide variety of articles and multimedia content across all its sites: Flight Training Central, Air Facts, and iPad Pilot News. Pilots also can learn from live webinars hosted by industry experts. Sporty’s PIREPs Blog will feature a collection of frequently asked questions related to the flight training process, with thoughtful answers from Sporty’s team of flight instructors.
Limited time Learn to Fly Month specials will be available on a variety of products, including Sporty’s award-winning Learn to Fly Course. Pilots will also be able to save on flight bags, kneeboards, and other equipment to support the flight training process. All pilots can brush up on their pattern work with Sporty’s Takeoffs and Landings Course, available free throughout the month of May.
“We’re also proud to sponsor EAA’s Learn to Fly Week during the week of May 13,” said Zimmerman. “There has never been a better time to become a pilot, and our goal is to bring the entire aviation community together in May to tell that story.”
Sporty’s Learn to Fly Month runs from May 1 through May 31. For a complete list of content and events, visit Sportys.com/LearnToFlyMonth.
Pilot’s guide to special use airspace
/in Tips and technique/by Eric RadtkeIt’s important for pilots to understand the operating requirements and restrictions regarding Special Use airspace (SUA). SUA consists of Prohibited, Restricted, Warning, Military Operation, Alert, and Controlled Firing Areas. All SUA is depicted on aeronautical charts, except for controlled firing areas (CFA), temporary military operations areas (MOA), and temporary restricted areas. Pilots can request the status of SUA by contacting the using or controlling agency. The frequency for the controlling agency is tabulated in the margins of the applicable IFR and VFR charts.
It’s important for pilots to understand the operating requirements and restrictions regarding Special Use airspace (SUA).
Prohibited Areas
Restricted Areas
Warning Areas
Military Operations Areas (MOA)
Alert Areas
Controlled Firing Areas
National Security Areas
Military Training Routes
Temporary Flight Restrictions (TFR)
Parachute Jump Areas
VFR Routes
Terminal Radar Service Area (TRSA)
Washing DC Special Flight Rules Area (SFRA)
Prohibited Areas
Prohibited Areas specifically prohibit aircraft flight. This is done for security or other reasons associated with the national welfare. As an example, the Prohibited airspace, P-40, protects the Presidential retreat at Camp David in Maryland. Aeronautical charts will provide the altitudes and operating times for Prohibited areas, if applicable. It’s important to check the NOTAMs if you’ll be flying around these areas as some of the dimensions change in size. For example, P-40 expands from its normal diameter of six nautical miles to twenty nautical miles when the President is on the grounds.
Prohibited Area, P-40, surrounding the Presidential retreat, Camp David.
Restricted Areas
Restricted Areas are defined as airspace where aircraft flight is not probhibited, but is subject to restrictions. Restricted Areas may have regular time of operation or be activated with prior notice. Therefore, pilots flying VFR should check with the controlling agency (air route traffic control center) whenever they plan to fly through a Restricted Area to ensure the status. IFR flights will tpyically be routed around active Restricted Areas. If the restricted area is not active and has been released to the controlling agency, the ATC facility will allow the aircraft to operate in the restricted airspace without issuing specific clearance.
Restricted Areas depicted west of Salt Lake City.
Warning Areas
Warning Areas are similiar to Restricted areas and is designed to warn pilots of potential danger. Warning areas extend from three nautical miles outward from the coast of the US. Warning Areas cannot be designated Restricted Areas because they are over international waters.
Warning Area depicted off the coast of the Florida panhandle.
Military Operations Area
Military Operation Areas (MOA), are segments of airspace defined by vertical and lateral limits used to segregate military training activities from aircraft operating under instrument flight rules. Most military training requires abrupt maneuvering and high speed. In an MOA, military pilots are exempted from FAA regulations prohibiting acrobatics in certain airspace and on federal airways. MOA’s identify areas where these activities are conducted. Pilots should check with the ATC facility listed on the chart for real-time information about an MOA’s status. VFR flight is permitted in active MOA’s, but requires extreme caution and vigilance. IFR flights will usually not be cleared to fly through an active MOA.
MOAs located near Tyndall Air Force Base for military training activity.
Alert Areas
Alert Areas are depicted on charts to warn pilots of a high volume of pilot training or other unusual aerial activity. Pilots of participating and transit aircraft are equally responsible for collision avoidance.
Alert Area designated for a high volume of flight training.
Controlled Firing Areas
Controlled Firing Areas have activities which, if not controlled, would be hazardous to non-participating aircraft. They are not charted because activities are suspended immediately when spotter aircraft, radar, or ground lookout positions indicate an aircraft might be approaching the area.
National Security Areas
National Security Areas consist of airspace of defined vertical and lateral dimensions established at locations where there is a requirement for increased security and safety of ground facilities. Pilots are requested to voluntarily avoid flying through these areas. Pilots are also asked to avoid flight over power plants, dams, refineries, and military facilities even if they are not marked as National Security Areas. When it is necessary to provide a greater level of security and safety, flight in NSAs may be temporarily prohibited.
Pilot are voluntarily asked to participate in National Security Area restrictions.
Military Training Routes
Military Training Routes (MTR) are mutually developed by the FAA and the Department of Defense. They are generally established below 10,000′ MSL for operations at speeds above 250 knots. Terminal and Sectional charts show MTR’s used under VFR as VR and those flown under IFR as IR. MTR’s with segments above 1,500′ AGL are identified by a three-digit number. MTR’s flown entirely below 1,500′ AGL are identified by a four-digit number. Although pilots are not prohibited from flying on a military training route, you should be extremely vigilant when flying on, across, or near an MTR. You can check the status of an MTR by contacting flight service.
Temporary Flight Restrictions (TFR)
Temporary Flight Restrictions (TFR) may be imposed to protect persons or property in the air and on the ground. This may be to provide a safe environment for disaster relief aircraft and prevent an unsafe congestion of sightseeing and other aircraft in the area. TFR’s and limitations are also implemented in areas visited or travelled by the President, Vice President and other public figures. Presidential TFR’s may be stationary during a visit or move along with the president as he travels. Check the NOTAM’s for the latest information. Violation of this airspace could result in the use of deadly force.
TFR issued for the President visiting the Milwaukee area.
Parachute Jump Areas
Parachute Jump Areas are listed in the Chart Supplement. The pilot of a jump aircraft should be talking to ATC and should announce his intentions on the local advisory frequency. These communications should include his position, altitude, and the time that the jump will begin and end. Needless to say, alertness in these areas is paramount and the use of good common sense is necessary.
VFR Routes
The FAA has published routes to aid pilots flying under, around, and through complex Class B airspace. These are; VFR Flyways, VFR Corridors, and Class B Airspace Transition Routes. Charted VFR Flyways were created so that pilots could travel safely in areas heavily traversed by large turbine-powered aircraft. These flyways help the pilot plan flights into, out of, through, and near complex terminal airspace, avoiding altogether flying into Class B airspace. Pilot compliance with recommended flyways and associated altitudes is strictly voluntary. VFR Corridors are like a tunnel through Class B. An aircraft can operate in these corridors without a clearance from or communication with ATC. They are similar to VFR flyways except that they have specific vertical and lateral boundaries which must be followed by all participating aircraft. Because of the high volume of traffic in Class B, it is necessary to fly these corridors with extreme caution.
Class B airspace Transition Routes are similar, except that an ATC clearance is required. They are specific flight courses depicted on Terminal Area charts for transiting the Class B airspace. Unlike the former published VFR routes, transition routes include specific ATC assigned altitudes. On your initial contact with ATC, give them your position, altitude, route name desired, and direction of flight.
Class B transition route depicted through the San Fransicso Class B.
Terminal Radar Service Area (TRSA)
Another type of airspace is the Terminal Radar Service Area (TRSA). TRSAs are depicted on VFR charts with grey rings. There are only a few TRSAs left. As the name implies, radar traffic advisory service from ATC is available near a terminal in a TRSA. However, whether you get this service or call ATC within the boundaries of the TRSA is up to you. No ATC communication is required to fly in a TRSA. You’re likely to find class D airspace around the primary airport in a TRSA.
TRSA depited around the Class D, Huntington, WV Airport.
Washington SFRA
For heightened security, the Washington, D.C., Metropolitan Area Special Flight Rules Area (SFRA) was created. It extends from the surface to but not including 18,000′ MSL. Special flight rules provide for general aviation operations within the area. Before entering the airspace, you must file and activate a flight plan and contact ATC for a transponder code. VFR pilots must file a D.C. SFRA flight plan. This is in addition to any traditional flight plan that the pilot would normally file. At the heart of the D.C. SFRA is a Flight Restricted Zone with even more stringent requirements. If you enter the zone without authorization, you will be intercepted.
Washington, D.C. Special Flight Rules Area
A National Capitol Region Visual Warning System has been developed to warn pilots that they are violating the D.C. SFRA. The warning system uses low-level laser beams of alternating red and green lights. These lights are safe to look at and can be seen up to fifteen miles away during the day and twenty miles at night. Unfortunately, the light cannot penetrate visible moisture. Multiple laser sites provide coverage to the entire D.C. SFRA. Each site can illuminate and track a particular aircraft. If you see this, you should immediately contact ATC.
If you want to fly within sixty nautical miles of the Washington D.C. VOR, you must complete a special awareness training program and hold a certificate of training completion. You can find this requirement in 14 CFR 91.161. To get this free training, visit www.faasafety.gov. After you complete the program, print out your certificate of completion and keep it with you. If you want to fly in and out of these three Washington D.C. airports, you must apply for and be issued a personal identification number. This requires fingerprinting and a background check. More information on this program is available from the Transportation Security Administration at https://www.tsa.gov/for-industry/general-aviation.
IFR challenge from Pilot Workshops: What would you do?
/in IFR flying/by Flight Training Central StaffIFR Challenge: no second chances—what would you do following a missed approach in low IFR conditions
In this PilotWorkshops IFR Mastery scenario, you own a Beech Sundowner equipped with upgraded instruments, an IFR GPS and an autopilot. The Sundowner will take you, your spouse and a family friend from Abilene, Texas (KABI) to McAlester, Oklahoma (KMLC). On approach to your destination, you execute a missed approach in low IFR conditions. Should you try this approach again or cut your losses and head to the alternate? You decide and then compare your answer with those from the instructors at PilotWorkshops.
How to use VFR flight plans (video tip)
/in Tips and technique, Video Tips/by Bret KoebbePilots should get in the habit of filing and opening VFR Flight Plans when flying away from the local airport environment. Then, in the unlikely event that you have an emergency or off-airport landing, the authorities know to come look for you along your planned route of flight. This week’s tip takes a look at how to file a VFR Flight Plan in the ForeFlight app for iPad, using the ICAO format, and how to open and close them in the air with Flight Service.
Learn more from Sporty’s 2024 Learn to Fly Course – Video Training and Test Prep
Emergency Approach and Landing – Flight Maneuver Spotlight
/in Flight Maneuvers/by Bret KoebbeWelcome to the latest edition of the Flight Maneuver Spotlight series. Here, we’ll highlight the various maneuvers you’ll practice during your flight training and be expected to demonstrate during your private pilot checkride.
Each maneuver is part of Sporty’s 2024 Learn to Fly Course and includes a narrated video animation, along with step-by-step instructions that include performance standards and common errors. Study them while on the ground or print them for quick reference in the airplane.
These step-by-step instructions are part of the Flight Maneuvers Guide in Sporty’s 2024 Learn to Fly Course, which includes over 15 hours of HD and 4K video that demonstrate how to fly each maneuver, along with complete FAA test prep features.