Today’s Top Pick is a 2012 Tecnam P2006T Very Light Twin.

Tecnam’s P2006T is an unusual twin, using 100 hp Rotax engines more commonly found on light sport and experimental aircraft. 

The aircraft is not designed for pilots who think of a second engine as a performance feature. This small, lightweight twin is aimed at flight schools and those in the personal-use market who seek the redundancy of two engines.

We have heard people describe the P2006T as flying like a Cessna 172 that happens to have an extra engine and retractable landing gear. While it is not especially fast by light twin standards, we would not call it slow either, especially given its modest power. It can carry four people and could make an ideal family airplane for many pilots.

This 2012 Tecnam P2006T has 2,430 hours on the airframe and 56 hours since overhaul on each of its 100 hp Rotax 912S engines. The engines have liquid-cooled cylinder heads and air-cooled cylinders, and together burn a total of nine gallons per hour.

The IFR panel features a Garmin GDU 1050 10-inch PFD and GDU 1054 10-inch MFD, Dual GEA 71B engine and airframe unit, dual GIA 63 GPS/nav/coms with localizer and glideslope, GMA 1360 audio panel, GMU 44 magnetometer, GRS 77 AHRS, GDC 74A air data computer, GTX 345R Mode S transponder with ADS-B In and Out, King N 63 DME, King KR 87 ADF, and S-Tec 55 autopilot.

Pilots who want to build multiengine time economically or simply prefer having two engines for safety and flexibility should consider this 2012 Tecnam P2006T, which is available for $499,900 on AircraftForSale.

If you’re interested in financing, you can do so with FLYING Finance. Use its airplane loan calculator to calculate your estimated monthly payments. Or, to speak with an aviation finance specialist, visit flyingfinance.com.

• FLYING Magazine: Tecnam Unveils P2006T NG at AERO 2024
• FLYING Magazine: Tecnam P2006T
• FLYING Magazine: Tecnam Delivers Multiengine Aircraft at AERO ’22
• FLYING Magazine: Tecnam’s 400th P2006T Twin Lands at Bartolini Air
• Plane & Pilot: Second Tecnam P2006T Goes Electric
• Plane & Pilot: Madrid’s Quality Fly Soars With New Tecnams
• AVweb: NASA Receives Tecnam P2006T for X-Plane Research

The post This 2012 Tecnam P2006T Very Light Twin Is a Stable, Redundant ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

The agency issued 69,503 student pilot certificates in 2023, up 24 percent from 2022.

A deeper dive of FAA’s civil airmen data shows the bulk of the certificates were issued in June (7,162) and August (7,813).

• READ MORE: The Cautionary Tale of the Destruction of Meigs Field

The June starts are no surprise. Student pilot starts usually increase in the spring as the weather improves. People receive introductory flights as graduation presents, Mother or Father’s Day gifts, or they decide to use their tax return to check that item off their bucket list or begin a new career.

The August figure may be associated with the beginning of the academic year at Part 141 colleges and universities.

Tips for Finding a School

You cannot control the weather, maintenance issues, or scheduling, but you can manage the amount of effort put into learning. To expedite your training, you will want to fly at least twice a week, although three times is better to make steady progress. Ensure the school has an adequate fleet and enough instructors to go around. 

• READ MORE: The Potentially Deadly Distraction of Social Media

When you do your research, find out how many learners (the FAA’s official term for student pilots) and renters the school has as well as how many airworthy airplanes and active instructors are on staff. You don’t want to find yourself in a situation where there are 40 student pilots and seven instructors and only three airworthy aircraft. 

Don’t be surprised if there is a waiting list for training. Many programs at both Part 141 and Part 61 schools cap their enrollment to protect the limited resources of instructors and aircraft.

Also, find out if you can rent aircraft for solo flight after you have obtained your certificate. Some schools are so busy that they only allow active students to rent for solo flights. Find out in advance so there are no unwelcome surprises.

The post FAA Data Shows Student Pilot Numbers on the Rise appeared first on FLYING Magazine.

Fearless when it comes to busting into places where other—often more competent—flyers and writers are reluctant to go, I decided to give it a try. After all, who has more firsthand knowledge of what happens when this very real, deep-rooted part of us is sabotaged by events such as a denied medical or insurance, a financial problem, or even something as weird as flying under a bridge? (And, no, I didn’t turn my transponder off!)

It can’t be “genetic.” After all, there were no powered airplanes until 120 years ago and, for many years after Wilbur and Orville figured it out in 1903, few people flew or owned one. Then, beginning with ex-World War I flyers who became the daredevil barnstormers and mail pilots of the 1920s and ’30s and feats of Lindbergh, Earhart, Post, and other household names, publicity and interest grew. In the years following World War II, a bunch of “little” airplanes appeared that were simple enough that almost anybody could learn to fly. And aviation was more accessible, affordable, and hugely popular.

Sporty’s Pilot Shop founder Hal Shevers told me one time, “Marf, we lived through the ‘Golden Era of General Aviation.’” And he was right. The 1950s, ’60s, and ’70s were the glory days before airplane prices exploded—as did tomes of onerous regulations and complex airspace restrictions—and insurance requirements, maintenance costs, and manufacturer liability issues mushroomed. Sadly, it was those liability issues and an unacceptable accident rate that began to choke private and small business aviation in the ’80s and ’90s.

But the die-hards stayed with it, forming flying clubs and partnerships, buying and renovating old airplanes, or building experimental models themselves. It was costly, but their obsession made them find a way.

• READ MORE: Let Me Tell You About Tom

Now there’s a desperate need for pilots. With that comes the danger of “enticing” applicants who lack the deep-seated desire and passion but are beguiled by the salaries and prestige that go with being an airline pilot. Flight training schools and universities are eager to enroll students who qualify for generous scholarships— some from the airlines themselves. Others are attracted by the ease of borrowing huge sums to complete “fast-track” training with the promise of an interview and likely a job in the right seat of an airliner. What isn’t advertised is that flight training dropout statistics average 80 percent.

A genuine interest in and aptitude for flying airplanes is a huge blessing for those becoming professional pilots. Despite the growing need for more pilots, it is vital that airline companies don’t lower hiring standards—as has been accused—and put marginally qualified new hires in their cockpits by maybe thinking experience will “fix” the problem.

Flight schools advertise that you’re guaranteed an airline interview by successfully completing their “fast-track” programs. They’ll guide you through the process of logging 1,500 hours of flight and simulator time. Simply sign up, pay something close to $100,000, pass an FAA medical, get a student certificate, and take the dual for solo and solo cross-country signoffs. You’ll learn enough in ground schools to pass the FAA knowledge exams and log enough time and have the skill to pass a private pilot check ride. Ditto for the instrument, commercial, multiengine, and CFI certificates and ratings. And they assure you this can be accomplished in “only seven months.” Then you instruct for the school, earning between $15 and $50 per hour until you accumulate the necessary 1,500 (or, in some cases, 1,200) hours to apply for the right seat with an air carrier. All this is possible in two to three years with no guarantee of actually being hired…and not living in your parents’ basement.

One major carrier has pledged that 50 percent of its new hires will be “people of color and females.” Its program offers scholarships from the Latino Pilots Association, National Gay Pilots Association, Organization of Black Aerospace Professionals, Professional Asian Pilots Association, Sisters of the Skies, and Women in Aviation International. It is hoped that making the training available inspires young people—regardless of sex, color, ethnicity, people who may never have had the opportunity to learn about aviation—to embrace the training. That’s laudable, so long as it doesn’t exclude anyone.

A retired airline pilot friend commented: “Anyone who remembers the Colgan [Air] crash at KBUF [Buffalo, New York, in 2009] should understand the significance of airlines hiring qualified pilots. That accident was a ‘perfect storm’ of pilot incompetence, management failure, weather, and other factors causing the deaths of a planeload of people. Aviation is inherently dangerous, and when incompetent pilots are given the controls of an aircraft filled with people, the situation becomes an accident waiting to happen.”

Here’s a poignant quote from an article in FLYING Magazine in July 1953: “Ten-thousand articles have been written about the ebb of aviation enthusiasm and activity in the land. Apathy to aviation is just one of many indications that 20 years’ education that ‘the world owes me a living’ has wrought havoc with our individual spirits. We babble about Social Security and prate in terms of masses and promise ‘extended benefits.’ …It means we’ve had a flameout of the fire that molded us and gave us power. We’ve stopped running to meet life because that takes faith and courage and pride.”

It was written by no less a personage than Gill Robb Wilson, one of the magazine’s founders and editors, and a World War I combat pilot in France, devoted patriot, founder of the Civil Air Patrol, writer, and poet (and, curiously, a Presbyterian minister). I think his comments apply to young men and women today who look upon aviation training and airline flying as a quick road to success, prestige, and security.

I recently took Theo, a neighborhood kid, up in the Cessna 180 because he’s crazy about aviation and airplanes. Theo is intelligent and amazingly knowledgeable because he reads everything in sight about airplanes and pilots. He’s just beginning high school but, when I asked him if he’d thought about college, he named a large “degree plus aviation training mill” in Florida. I suggested maybe he think about a degree in engineering, business, or whatever at a good college while learning to fly “the old-fashioned way” and then instructing to learn and build time. He’s wired for an airline career, and he’ll make it—with the passion for it well in place.

This column first appeared in the November 2023/Issue 943 of FLYING’s print edition.

The post Need for Pilots Should Not Take the Place of Passion appeared first on FLYING Magazine.

The deal was announced by Diamond Aircraft in partnership with the company’s distributor for Australia and New Zealand, Utility Air. As part of the arrangement, Utility Air has also agreed to sponsor the school’s electric vehicle racing development team.

“To be able to sell a fleet of aircraft to UNSW Aviation is wonderful, and to be able to sponsor the development of electric propulsion at the university further enhances our green credentials, something we take very seriously at Utility Air,” said Utility Air managing director Stephen Pembro.

The new DA40 XLTs will join eight DA40s operated by UNSW Aviation. The aircraft will be based out of Bankstown Airport (YSBK) in Sydney, where UNSW Aviation’s flying operations unit is located. Diamond expects to deliver four of the aircraft in 2024 and the remaining two in 2025.

“UNSW Aviation is delighted to continue our strong relationship with Utility Air and Diamond Aircraft Industries with the purchase of six DA40 XLT [airplanes],” said UNSW director of flying operations Malcolm Good. “[It’s] a fantastic addition to our existing fleet of DA40s to enable UNSW Aviation to deliver safe and effective flying training to the next generation of aviation leaders.”

• READ MORE: Diamond’s DA40 NG Just Might Be What the General Aviation Market Is Clamoring For

Introduced in 2013, the avgas-burning Diamond DA40 XLT piston single is powered by a 180 hp Lycoming IO-360 M1-A engine. The aircraft offers a top cruise speed of 142 knots, 847 nm range, fuel consumption of 8.2 gallons per hour, and maximum useful load of 900 pounds. It comes equipped with Garmin G1000 NXi avionics.

The post UNSW School of Aviation Expands Diamond Fleet appeared first on FLYING Magazine.

My bedroom walls were plastered with vintage airplanes and Hubble images by the time I was in high school. I subscribed to Astronomy and FLYING and devoured every science class my rural school could offer, graduating a year early, starry-eyed and dreaming I’d one day be the first person on Mars. 

I can hear you laughing. But the spirit of that absurdly naive, intrepid 17-year-old has propelled me through an interesting, difficult, beautiful life so far, and she is still cooking up wild adventures. And while I have no plans—or desire, any longer—to leave the planet entirely, I will never quite get my head out of the clouds. 

After a four-hour chat with a Navy recruiter who wouldn’t tell me I could be a pilot (I can hear you laughing again) but wanted to put me in the nuclear sub program in Maryland after I scored 98 on the ASVAB, I walked out and enrolled at the University of Central Missouri (Central Missouri State University, then). I chose the school for its overall affordability, study abroad opportunities, and aviation program.

I worked my way through college, and I couldn’t afford the flight training hours on top of tuition, so I reluctantly set aside my dream of flying until I could either go to Officer’s Training School or afford to fly on my own. 

Turns out I couldn’t afford it until I turned 40. 

The vagaries of life and finances conquered—and inspiration sparked by a grad school friend who had just begun her instrument training in Colorado—I was ready to fly. I thought I was ready to fly. 

I was prepared. I’d gotten my third class medical exam out of the way before scheduling my first lesson, on the advice of my soon-to-be instructor, who does not like to see students waste money and time on training, only to be stymied by a failed medical before their first solo. I’d started reading my textbooks. I’d been in small airplanes many times before, and knew I loved being in the air more than anything else. 

So it was unexpected when, before I even got into the cockpit, a storm of apprehension began to brew. I’ve dwelled on that day, and I can’t pinpoint exactly what rattled me. Maybe it was the wind. The METAR when I arrived gave the winds as “33015G20KT” and “30017G24KT” at the end of my lesson—a respectable crosswind for takeoff and landing on Runway 36. 

Maybe it was just getting into an unfamiliar cockpit with a total stranger. I’d flown only with family and friends before; I noticed every crack and dent in that airframe and instrument panel during preflight. Maybe it was having a fully-developed frontal cortex and an adult life filled with world travel and people experience that put my senses on high alert. Was this instructor conscientious enough? 

I was certainly afraid of causing an accident out of ignorance. What if I did something unrecoverable? It’s also possible I was simply excited. It’s an odd feature of excitement and trepidation that it’s sometimes hard to distinguish between them. 

Whatever it was, it blindsided me, and I spent that lesson wrestling with nerves. After takeoff, my mind went blank for what felt like minutes, but was in reality about three seconds. Everything felt overwhelming. The instruments lost their meaning, briefly. I was at war internally over whether I wanted to be in the air or on the ground: the answer was yes. I now understand that I was experiencing task saturation for the first time. 

I admitted my jitters to my instructor. He was quick to reassure me that even if the engine failed, we wouldn’t fall out of the sky. He explained the 172’s positive dynamic stability, clearly introducing the term, giving me a definition, and then demonstrating it. 

Not really understanding why I was feeling rattled, I couldn’t articulate it very well. “It’s not the airplane I’m nervous about,” I insisted. “I’ve been in small airplanes before. It’s me.” He took that in, and did not try to talk me out of it, but I think he must have been a little bemused. 

I asked him to take over in the pattern and land; he directed me to keep my hands on the controls and demonstrated his technique with a running narration. The gusts buffeted us, and he executed a precise crosswind landing with one main wheel squeaking gently onto the runway before the other, followed by the nose wheel. I was fascinated. I was terrified. I wanted to do that. But I also wanted to bail out of that cockpit and never get back in. 

When my instructor eyed me doubtfully and asked if I was coming back for another lesson, the 17-year-old won out. “Yes!” I told him. “You’re nuts,” I told myself. 

I went home, and found myself afflicted with the peculiar pathology of aviation. I ran out in my stocking feet to look up at airplanes flying over my house. I started reading NTSB reports. I had trouble conversing with anyone about anything except airplanes. I began reading about stalls and watching the University of Iowa’s The Secret of Flight series with Dr. Alexander Lippisch. His visualization of fluid dynamics helped me grasp stall characteristics, and, oddly enough, the lesson in which I first practiced stalls was the first lesson I enjoyed without reservation. I was learning control, and the limits of control surfaces, which I found deeply reassuring. 

It took four lessons to feel comfortable with my instructor and the airplane, to feel tentatively sure I wouldn’t do something incredibly stupid and ruin everyone’s day, and to trust our airfield’s mechanic—who has been doing his job since before I was born—with my life. 

Looking back on my journey thus far, I have warm and fuzzy feelings even for those tough first lessons. Trepidation can enhance our senses and lends an extra layer of seriousness to the task at hand. Those first few lessons are seared indelibly in my mind. And because I conquered my self-doubt and broke through to the joy and wonder of flying, I can say I’m proud of myself for sticking with it. And no matter what I experience in my journey in the future, I will never again feel that heady blend of terror and excitement, newness and joy. On one hand, I’m thankful for that. On the other, it’s a little bittersweet knowing that the threshold of adventure is behind me.

I’m not going to be the first person on Mars, and I’m certainly not the first person to take flying lessons. I’ve not done anything particularly remarkable in aviation. And I’m content with that, for now. I’m living my dreams. Maybe another student out there can take heart in the thought that feeling a little rattled sometimes is normal, and potentially even beneficial when you’re learning to fly. 

The post Revisiting a Dream appeared first on FLYING Magazine.

According to the latest newsletter from FSANA, changes in the pricing by PSI Services, LLC—the only company with the FAA contract to provide the tests— might prompt several flight schools and FBOs that provide the tests as a convenience to their customers to close their doors. The flight schools and FBOs are third party providers and have no say in the cost of the tests.

• READ MORE: Knowledge Tests Include Preparation of the Applicant, Location

Losing Money

Earlier this month, FLYING reported that PSI was reducing the cut that flight schools receive out of the $175 test fee, from $65 to $22 per test as of January 1, 2023. Flight schools contacted by FLYING said $22 per hour would not cover the FBO’s costs for providing the tests, such as the employee salary, utilities including electricity and internet, and computer usage for the test.

PSI is owned by Lifelong Learner Holdings [LLH] and is under contract with the FAA to provide the tests. In years past, there were two other companies, CATS and LaserGrade, but they have gone out of business, giving PSI the monopoly.

“The current testing provider, [PSI]owned by [LLH], is under contract with the FAA and has made unilateral pricing model changes with their third-party providers,” FSANA’s newsletter said. “The third-party providers (in many cases flight schools) have no say in pricing the services to the aviation community. In essence, the test pricing is 100 percent controlled by PSI.”

FSANA’s latest newsletter contains a survey asking about the impact of the closure of third party testing centers will have on the aviation community. Among the questions asked are how far test applicants have to travel to take the test, and how far they are willing to travel for the knowledge test.

“FSANA is receiving feedback that indicates that some sites may discontinue operation,” the newsletter added. “We are concerned that if this happens, the ability to take a test will increase barriers to training and increase the costs associated with taking a test. These costs go beyond the actual cost of the test, but also include the time it takes to travel to and from a test and the expenses associated with that travel.”

The post Flight Schools Consider Dropping Knowledge Tests appeared first on FLYING Magazine.

One widebody BBJ entered into service, and the manufacturer said it also expects to deliver two BBJ 737 MAXs this month. 

Boeing executives—Erika Person, president of Boeing Business Jets; Alex Fecteau, director of marketing of Boeing Business Jets; and Samir Sahgal, deputy vice president, commercial business, Boeing Global Services—presented during the press conference. They shared how even the “bizliner” (traditional airliner aircraft converted for business travel) jet market was benefiting from the pent up demand for private jet travel.

Bizliner Trends

Since April 2020, the demand for bizliners in America and across the world has increased and is almost at a pre-pandemic high, according to Boeing. Of the 117 bizliners in the U.S., which is only 30 percent of the global bizliner fleet, Boeing said it made 111 of them. 

Additionally, it said that nearly 75 percent or three out of four of all widebody business jets sold in the last 21 years had been Boeing Business Jets, including the 787 Dreamliner and the Boeing 777. 

Overall, Boeing said it sold more than 260 bizliners to customers worldwide. In the Americas, Boeing said the largest BBJ customers are governments, representing 40 percent of the market. Second are private users—30 percent—then corporate travel, representing 19 percent.

Based on Conklin and de Decker data it sampled, Boeing said customers who used BBJs saved nearly $1,500 per hour in direct operating cost compared to using aircraft in the large or ultralong-range segment. It also showed that when owners and operators were ready to sell their BBJs, some of the older models were commanding 20-50 percent above commercial market value.

Boeing’s Market Outlook: No Slowdown Yet

As for a broader market outlook, Sahgal shared that despite near-term economic headwinds, Boeing believed the long-term market for business jet travel remained optimistic. Boeing estimated that business aviation traffic has completely recovered at 19 percent above September 2019 rates. Moreover, the company said that even though supply chain challenges still affect the industry, customer demand is driving growth. To that end, Boeing says flight schools have been ramping up capacity to support growth amid a pilot shortage. 

• READ MORE: What Would a Recession Mean for Aviation?

Even with talks of a recession, Boeing said it expects global business aviation traffic to stay above pre-pandemic levels as customers realize the benefits that come with it. In terms of the services market, Boeing said that by 2031, across the fast-growing business aviation, civil helicopter, and general aviation sectors, the demand for aircraft services to serve a fleet that is expected to be 400,000 aircraft by then would be worth $335 billion.

The post Boeing Sees Strong Demand for Bizliners appeared first on FLYING Magazine.

One of the concerns discussed at the symposium was the continued backlog of practical tests. FSANA recently completed a survey of DPEs and training industry participants, the results of which indicated that 77 percent of respondents reported a need to wait more than 2 weeks to get a practical test scheduled. A full 38 percent said that a wait time of more than a month was needed. When considering initial CFI practical tests, 83 percent indicated a need to wait more than 2 weeks. Scheduling waits for a retest in the event an applicant received a disapproval notice on their first attempt at the practical test was similarly delayed, according to the survey data.

Wanting to not just highlight the delays being experienced, the content of the symposium specifically addressed some potential solutions. Efforts can be made to maximize utilization of available DPE resources and time, best practices for flight training providers to avoid disqualifying applicants’ eligibility when they present themselves for a practical test, and discussion of how our industry can recruit future DPEs for testing service were a few of the topics discussed to help alleviate any backlogs of practical testing.

Standardization in practical testing across DPEs is always a topic that comes up when working with flight training providers. A goal of the FAA—and the overwhelming majority of DPEs—is to always remain consistent in the administration of practical tests in accordance with the airmen certification standards (ACS) and practical test standards (PTS). To address this—and with DPEs and flight training providers from across the country in attendance—specific practices, discussions of hot-topic maneuvers, and how to best manage testing in differing airspace and airport environments around the country threaded through multiple sessions.

A number of participants in the symposium were individuals who are seeking to become or even already engaged with the process of becoming DPEs. The opportunity for these individuals to interact with experienced DPEs and flight training providers enhances their ability to get through the DPE selection and emplacement process. FSANA is hopeful that many of these individuals will become actively serving DPEs for the flight training community in the near future.

A primary conclusion of the symposium? Practical testing provisioning remains a critical infrastructure point in the pilot training pipeline for professional and private aviation needs. Efforts to enhance efficiency and standardization in this sector continue to be important to our aviation infrastructure.

The post DPE Symposium Focuses on Backlog of Practical Testing, Solutions appeared first on FLYING Magazine.

Undoubtedly, the expense of attending a flight school often scares people from becoming pilots. Thankfully, there are a few ways to cover these bills, such as loan financing. This article comprehensively explains the best ways to finance flight school, outlining the top flight school loans to consider to pay for your flight school.

Federal Student Loans for Flight School

Two categories of loans are available for students attending an accredited program at a university or college: federal student loans and private student loans. Federal student loans typically offer flexible repayment plans, lower interest rates, etc. University and college students who qualify for such loans would fill out the Free Application for Federal Student Aid (FAFSA) form to get started. Generally, there are four types of Federal Student Loans for universities and colleges with flight training programs:

1. Federal Direct Subsidized Loans

Students with proof of financial needs can apply for this loan. For this loan, the government pays the accrued interest while schooling, the first six (6) months after graduation, and during deferment. Although federal direct subsidized loans have significant borrow limits, your flight school determines, and the extent of your financial need determines how much you can borrow.

Pros

• Doesn’t require a credit check.
• Offers the lowest loan fees and interest rates among other types of federal student loans for flight school.

Cons

• Parents cannot directly apply for the federal direct subsidized loan.

2. Federal Direct Unsubsidized Loans

Also for students with proof of financial need, the federal direct unsubsidized loans, unlike subsidized loans, include financial need requirements students must fulfill to qualify. The major difference between federal direct subsidized and unsubsidized loans is that for the latter, the federal government doesn’t pay the accrued interest during school or grace period unless added to the loan balance during repayment.

Pros

• Doesn’t require a credit check
• Includes lower interest rate.
• Allows access to all federal benefits.

Cons

• Includes loan fee
• Students might not be able to borrow enough

3. Federal Direct PLUS Loans

This type of federal loan for flight training conducted within a college or university program is available to graduate students and parents of undergraduates.

Students often take federal direct PLUS loans after borrowing the maximum in federal unsubsidized direct loans, while parents take the loan to help their child finance flight school costs or need the programs the loan offers, such as Public Service Loan Forgiveness, Income-Driven Repayment Plans, etc.

Pros

• Although limited, the repayment option is usually flexible.
• Offers interest rates lower than private student loans for flight school.
• Parents with kids in colleges and universities authorized by the government for federal aid can apply.

Cons

• Fewer repayment options.
• Require credit check.

4. Federal Direct Consolidation Loans

Federal direct consolidation loans allow student borrowers to combine their federal student loans into one, plus a fixed interest rate, an average of the interest rates on all federal loans rounded off to the nearest 1/8 of a percent. However, this doesn’t translate into a lower interest; instead, it opens all forgiveness and repayment options.

Pros

• Fixed interest rate.
• Multiple repayment options.
• One payment.
• No minimum to qualify or maximum amount for consolidation.
• Automatic debit.

Cons

• Interest is usually higher over time.
• No do-overs.
• No grace period.
• Private loans can’t be consolidated.

Private Student Loans for Flight School

Private flight schools outside of a college or university program are ineligible for student loans offered by private lenders because they aren’t attached to a university and aren’t offering degree programs. Nonetheless, a few lenders still count them eligible for their private student loans to cover flight school costs. Below are two (2) of these private student loans available for flight schools:

1. Sallie Mae Flight School Loan

This loan is specially designed for students attending schools that offer trade certificates or professional training. Flight schools can fall under this umbrella. A Sallie Mae flight school loan lends $1,000 up to 100% of your school’s cost of attendance with terms from ten (10) to fifteen (15) years.

Pros

• Offers 0.25% as a discount on autopay.
• You can borrow 100% of your school’s cost of attendance.

Cons

• Doesn’t disclose minimum credit or income requirements.
• Includes only two repayment options.
• It can be difficult to qualify in recent years.

2. Wells Fargo Flight School Loan

The Wells Fargo Flight School Loans offers both fixed and variable interest rates and includes strict borrowing limits. Borrowers or their cosigners must also have a great credit history to qualify for a flight school loan from Wells Fargo. The major advantage of this loan is its zero application or origination fee.

Pros

• Doesn’t include an application or origination fee.
• Wells Fargo may forgive parent loans for a disabled child.

Cons

• There’s a strict limit to how much you can borrow.
• Rates are usually higher than other private and federal loans for flight schools.
• Includes just one repayment option.

Other Ways to Pay for Flight School

Apart from the various federal flight school loans and private flight school loans discussed above, below are a few other ways you can cover your flight school costs:

1. Flight School Scholarships

Several organizations offer scholarship funds for students to pay for flight programs. However, scholarships typically have specific requirements applicants must fulfill, including proof of interest in aviation, specific skill sets, underrepresented demographics in the industry, etc.

We have highlighted some of the flight school scholarships you can apply to sort flight school costs:

• Experimental Aircraft Association (EAA) Flight Training Scholarships: EAA offers more than twelve (12) scholarships yearly, cut across different flight training stages. Therefore, there are varying deadlines, depending on scholarship types. Unlike most organizations, the application is also open to non-members of the association, although the scholarship is only valid for flight schools in the U.S. The EAA flight training scholarship awards vary based on the scholarship types: the lowest amount awarded is $5,000.
• AAERO Aviation Scholarship Program: The application is open to aspiring aviators who haven’t obtained a private pilot certificate, and can finish a program within twelve (12) months if selected. The AAERO scholarship is always open for application in May every year: applicants must be 18+, residents of the U.S., have a student pilot certificate, and have enrolled in flight school before the date of application. AAERO scholarship awards range between $1,000 to $2,500.

2. Airline Training Tuition Reimbursements

Some airlines make financial contributions to helping certain students fund their flight school costs. These reimbursement programs feature varying rewards and different eligibility requirements, depending on the airline. Below are some of the most popular airlines offering airline training tuition reimbursements:

• SkyWest Airlines Airline Training Tuition Reimbursements: SkyWest Airlines offers a tuition reimbursement program in partnership with ATP Flight School and more than 50 other flight schools, creating a solid pathway to SkyWest Airlines for aspiring pilots. This tuition reimbursement program offers students up to $11,000 to cater to their flight school costs.
• ExpressJet Airline Tuition Reimbursements: ExpressJet Airlines also offers eligible students up to $11,000 in tuition reimbursement.

3. Pilot Training Financing

Many finance providers and specialists offer financing for aspiring pilots to cater to their training school costs. AA Credit Union and family resources are two popular examples of other finance pathways to help solidify students’ financing for flight school and becoming a pilot.

• Family Resources: Though not an actual bank, nonetheless, parents and other family members have proven to be excellent sources of finances for student pilots.
• AA Credit Union: This financing option helps students borrow up to $40,000 with a repayment structure spread over 120 months. Thankfully, applicants do not need to be an employee of American Airlines.

Ready to Find the Best Flight School Loans?

Flight schools can be very expensive; however, flight school loans are instrumental in helping students reduce their cost burdens. Do you want to stay updated on the latest aviation content? If so, sign up for a FLYING Magazine subscription today.

The post Flight School Loans: 3 Ways to Finance Flight School appeared first on FLYING Magazine.

Do you dream of taking to the skies, piloting your own aircraft? Or maybe you want to take your training to the next level and begin a career as a commercial pilot. No matter the flight training you’re looking for, there is a flight school near Boston waiting for you to accomplish your goal of becoming a pilot.

Check out these five choices for flight schools near Boston and the Eastern Massachusetts area to jump-start your aviation training today. 

Quicklook: Flight Schools in Boston 

• East Coast Aero Club
• Hanscom Aero Club
• Beverly Flight Center
• Eagle East Aviation
• Avier Flight

5 Flight Schools in Boston

Just a short drive from the City of Boston, these five flight schools are some of the best in the business and offer a variety of flight classes and pilot certifications.

East Coast Aero Club

The East Coast Aero Club is the largest flight school in New England and is located only 30 minutes outside Boston. Established in 1985, this flight school has grown to three locations, 45 aircraft, and even acquired a helicopter fleet.

Offering a wide variety of flight education programs and affordable prices, the East Coast Aero Club stands out among Boston flight schools. 

Location: 200 Hanscom Dr, Bedford, MA 01730

Tuition & Fees:  Tuition at the East Coast Aero Club is based on the program you are following. Below are all the programs they offer from no experience to instructor level.
Besides these costs, you must always hold a $100 balance in your Aero Club account.

• Private Pilot: $12,234-$15,398 
• Instrument Rating: $8,322-$8,852
• Commercial Pilot: $6,208
• Multi Engine Rating: $5,045
• Certified Flight Instructor: $5,693-$6,968
• Certified Flight Instructor Instrument: $3,898
• Multi Engine Instructor: $5,242.50

Financial Assistance: East Coast Aero Club does not offer reimbursement itself; however, they list several options on their website:

• AOPA
• Pilotfinance.com
• Lending Tree
• Aero Club of New England
• The Ninety-Nines

Accreditation: Yes

Program Length: 

• Private Pilot: 55 hours
• Instrument Rating: 40 hours of instrument training plus a minimum of 50 hours as a pilot in command
• Commercial Pilot: 30 hours
  • Requires a minimum of 250 recorded flight hours 
  • Must be completed before earning pilot title 
• Multi-Engine Rating: 16 hours
• Certified Flight Instructor: 40-45 hours
• Certified Flight Instructor Instrument: 21.5 hours
• Multi-Engine Instructor: 21.5 hours

Endorsements: East Coast Aero Club offers a complex endorsement.

Virtual Learning: For the commercial pilot license, you can obtain 50 hours in a flight simulator. Everything else is done in person.

Hanscom Aero Club

Hanscom Aero Club is another flight school conveniently located not far from Boston, MA, at Hanscom Air Force Base. This club offers top-of-the-line facilities and a variety of flight instructions. 

Membership is restricted at Hanscom Aero Club to Active Duty, Reserve and retired military members and their dependents, DoD personnel, civil service employees, Hanscom Air Force Base contractor personnel, recipients of VA benefits, and Civil Air Patrol.

Location: 7 Robbins St, Hanscom AFB, MA 01731

Tuition & Fees: 

• Membership: $30 per month
• Aircraft rental: $135-$160 per hour
• Instruction: $38 per hour

Financial Assistance: No

Accreditation: Yes

Program Length: 

• Private Pilot: 
  • Minimum of 35 hours
  • Average 50-70 hours
• Instrument Rating
• Commercial Pilot
• Certified Flight Instructor
• Certified Flight Instructor Instrument

Endorsements: None

Virtual Learning: No

Beverly Flight Center

Beverly Flight Center is the North Shore’s premier flight school. This flight center has 13 aircraft in its fleet and offers flight training from Student Pilot Certificate to Airline Transport Pilot. They even offer private scenic tours of the area from a birds-eye view. 

Location: 191 Old Burley Street, Danvers, MA 01923

Tuition & Fees: 

• Aircraft rental: $163-$339 per hour depending on aircraft
• Single engine instruction: $70 per hour
• Multi-engine instruction: $70 per hour
• Ground instruction: $70 per hour
• Simulator instruction: $70 per hour
• Cirrus Instruction: $105 per hour
• Private Pilot Ground School Package: $329
• Instrument Ground School Package: $329

Financial Assistance: No

Accreditation: Yes

Program Length:
Private Pilot License: Minimum 40 hours of flight time

• Instrument Rating: 
  • 40 hours of instrument training 
  • Minimum of 50 hours as pilot in command
• Commercial Pilot: 30 hours plus all prerequisites
• Multi-engine rating
• Flight Instructor
• Instrument Flight Instructor
• Multi-Engine flight instructor
• Airline Transport Pilot

Endorsements: 

• Complex endorsement
• High-Performance endorsement
• Cirrus Transition

Virtual Learning: No

Eagle East Aviation

Opened in 1990, Eagle East Aviation offers a variety of flight training options at competitive prices. This family-owned flight school also specializes in hangar storage, aircraft maintenance, and fuel services. Best of all, they are located a 40-minute drive up I-93 from Boston in North Andover, MA.

Location: 492 Sutton St, North Andover, MA

Tuition & Fees: 

• Ground Instruction: $65 per hour
• Flight Instruction: $65 per hour
• Aircraft Rental: $165/$230 per hour
• Instruction in Own Aircraft: $90 per hour

Financial Assistance: No

Accreditation: Yes

Program Length: 

• Private Pilot:
  • Minimum of 30 flight hours
  • Written exam
• Instrument rating
• Commercial Pilot
• Flight Instructor CFI
• Flight Instructor Instrument CFII

Endorsements: Not available 

Virtual Learning: Some resources are available online

Avier Flight

Avier Flight believes flying a plane is not that difficult; becoming a pilot is where the work is. Therefore, this flight school offers the best scenario-based training so you can learn to fly a plane safely, efficiently, and effectively. Their training programs also go all the way to commercial pilot.

Location: 47 LP Henderson Drive, Beverly, MA 01915

Tuition & Fees: 

• Private Pilot license: $7,000-$9,000
• Aircraft Rental $118-$185 per hour

Financial Assistance: Financing options are available, and Avier will help you navigate flight school financing

Accreditation: Yes

Program Length: 

• Private Pilot: Approximately 40 flight hours
• Instrument Rating
• Commercial Pilot
• Avier Air

Endorsements: None

Virtual Learning: No

How Does Flight School Training in Boston Work?

Anyone who wants to fly an aircraft needs a pilot’s license, commercial or otherwise. To take paying passengers, one needs a commercial pilot’s license. Commercial pilots can expect to earn six figures as airline pilots, captains, and aviation officers in the Boston area. 

Boston Flight School Facts & Figures

These facts and figures can help you better understand the current climate of flight schools in the Boston area.

Number of Schools

According to Bestaviation.net, there are approximately 22 flight schools in the Boston area. However, there are none in Boston proper. 

Number of Students Per Class

While it is difficult to pinpoint an exact number for Boston flight schools, you should look for flight schools with no more than five students per instructor.

Tuition Rates

Tuition rates vary per school. Some will have set prices for complete programs, while others offer hourly rates, which may or may not include aircraft rental. Total flight training costs are usually between $170 and $300 per hour, depending on the school and rented aircraft.

Average Loan Amount

Your loan amount will depend on your choice of flight school and your financial and personal situation. 

Scholarship

As a general rule, flight schools in Boston do not advertise scholarships. However, if you wish to find out more, you can contact the flight school directly.

Job Placement

While flight schools in Boston do not directly offer job placement programs, they work loosely with airline companies. As you enter the community of pilots, your chances of finding a job will be higher.

Boston Pilot Employment Facts & Figures

As a Commercial Pilot in Boston, you can expect a good salary and plenty of job opportunities.

Employment 

There are currently 48 openings for pilots in the Boston area on Indeed. Plus, the need for pilots in the United States is expected to grow 13% by 2030.

Salary

The average salary for an airline pilot in Boston is between $99,000 and $141,550 annually. This would equate to $8,250-$11,800 monthly and $1,900-$2,720 weekly. 

Become a Pilot in Boston Today!

With so many great flight schools and job opportunities, now is the perfect time to attend flight school in Boston. 
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