Are grants and/or loans available to pilots who want to learn to fly as a career?
Yep, loans are,if you qualify. There are some grants out there, I don't know if there is a clearinghouse list of them anywhere. Not a lot of grants though.
The best thing to do if you want to fly as a career is to buy a Beech Travelair and start your training, don't even have to really bother with a single engine, but down the line a bit you can get your Single Engine Commercial add on in an amphibious plane and get rated Single Engine Land and Sea in one week. At 250 hrs you get your CFI and start selling multi ratings and time building in your plane. This is where it's a great advantage to start from the beginning in it as you've got 250hrs and 3 ratings in the airframe so you will be able to insure it for doing instruction at a reasonable rate.
You're going to spend over $100k anyway, so you might as well do it in a fashion that has a return potential.
So? Completely different situation anyway and it's not like I'm getting hurt. I had my Travelair for over 10 years. I had my AgCat for one season. I had my Midget Mustang for almost 2 years. By the time he's applying for a job he'll need 1500hrs. He'll be money ahead by a long shot using my plan and he'll have 1500hrs of multi time and should be s- hot in the plane to do his ATP ride in it. He has an immediate job for the plane. If he does it the normal way he'll be going into the workforce with between $60k and $100k of fresh debt and no asset while have been making less money being a CFI in other peoples planes while they take the lions share of the instruction fee.And after you buy it, sink a shltload of money in the panel and try to sell it less than a year later. Typical pilot logic.
So? Completely different situation anyway and it's not like I'm getting hurt. I had my Travelair for over 10 years. I had my AgCat for one season. I had my Midget Mustang for almost 2 years. By the time he's applying for a job he'll need 1500hrs. He'll be money ahead by a long shot using my plan and he'll have 1500hrs of multi time and should be s- hot in the plane to do his ATP ride in it. He has an immediate job for the plane. If he does it the normal way he'll be going into the workforce with between $60k and $100k of fresh debt and no asset while have been making less money being a CFI in other peoples planes while they take the lions share of the instruction fee.
Henning, get a grip. The guy is trying to get a loan to pay for some flying lessons and you're off on one of your hare-brained schemes that quadruples the financial risk for a 25% chance of ever breaking even.
If you are set on being a career airline pilot, the money starts wasting fast and hard in the rental/training world. If you need to get to 1500hrs in a couple of /three years, you will be best off owning an airplane. All I'm saying is that if he's really going to do it, he may as well maximize his dollar value. By going the normal route he stands a 100% chance of being deeply in debt 15 years worth. There are plenty of multi rating outfits actually turning a profit on it, so it has a hell of a lot better potential of a return than no return potential. If you're gonna borrow money, might as well use it best you can. There is always a risk of failure, but with no risk, there is no reward. That's always the problem with accountants, no vision...
BTW, how am I quadrupling the financial risk?
Buy a twin, disconnect the tachs/ on it, spin the ever living crap out of them with a drill, and "fly" the 1500 hundred hours in a year. Logbook matches the tachs, you are gtg. Sell the plane and take the loss on the "runout" engines. Still ahead vs buying all that fuel.
The only problem with that is the Sim Check at the interview, that's where "the rubber meets the road" so to speak. Your log book can say whatever, but 3 minutes in the sim shows whose book is lying.
Buy a twin, disconnect the tachs/ on it, spin the ever living crap out of them with a drill, and "fly" the 1500 hundred hours in a year. Logbook matches the tachs, you are gtg. Sell the plane and take the loss on the "runout" engines. Still ahead vs buying all that fuel.
.Your log book can say whatever, but 3 minutes in the sim shows whose book is lying.
I know 6 airline captains that did exactly what I said for their kids. I got great service with my Travelair. YMMV.
Give me 24 hours and I'll produce 600 who didn't. It's a bad-odds deal no matter how you cut it. If you like to draw to inside straights, it might be right up your alley, and it's well-known that lightning does in fact strike the outhouse from time to time.
I generally go for the open end straight flush draw. Odds are better than 3 of a kind.
It helps if you can concentrate and keep your head in the game. I folded with a flush in a high-low game last week because I just wasn't paying attention.
Ouch. I've lost a few hands with a flush when I wasn't holding the A however.
I have no interest in ATP. And I;m already mostly done w/ my PPL, so after I do that, can I get a loan/grants and go straight into CPL training?
Is the general consensus to buy a plane (single or twin), and start training? I'm unsure the chain of events. I really want to have a 152 or something for personal use...would I be able to use it (or any plane I get) for CPL, or would it need to be IFR, or anything like that?
Many people buy airplanes for the purpose of building time, myself included. A non instrument plane will allow you to build the necessary cross country time, but if you get an instrument plane you can use it for about everything for your IR and CPL except your 10 hours complex time.
If you are planning on buying a plane anyway, why not?
Doc
Many people buy airplanes for the purpose of building time, myself included. A non instrument plane will allow you to build the necessary cross country time, but if you get an instrument plane you can use it for about everything for your IR and CPL except your 10 hours complex time.
If you are planning on buying a plane anyway, why not?
Doc
I can't use an Arrow/Sierra/Comanche/Mooney/Bonanza for complex time?
I know a few people whose first planes were those.
Of course, if someone has the means to buy a complex aircraft from the get go, why would they NOT do all their training in it?
Doc
Give me 24 hours and I'll produce 600 who didn't. It's a bad-odds deal no matter how you cut it. If you like to draw to inside straights, it might be right up your alley, and it's well-known that lightning does in fact strike the outhouse from time to time.
Insurance. the flying club i am a member of wanted 150 hrs and 10 in Make and model to solo the arrow or 172RG
Insurance. the flying club i am a member of wanted 150 hrs and 10 in Make and model to solo the arrow or 172RG
Which just shows that airlines captains are stupid in pretty much the same proportions as everyone else.
Pffftttt... The guy wants to be an airline pilot, he's got a whole crapload of bad odds he's looking at including ever getting hired. At least if he's instructing in his plane, he still has that business.
At the end of service when I sold my TA I figured my cost for 1100hrs of multi time was around $35hr, and I never instructed in it. I did have a good survey contract that went a couple hundred hours total and did some other photo/video oblique survey work with the rig.
I realize it takes effort and some entrepreneurial thought, but I will always chose having my own business over relying on someone else to provide my future. How many people have paid how much money to flight schools only to lose the whole bundle when the school folds? For what people paid Silver States, they could have bought an R-22 or 3 UH-11s.
Flight training is an industry rife with scumbags and risks of losing all your money. I've always done better when I was looking out for myself than when someone was leading me around.
You can't fix stupid. Nobody held a gun on the people who wrote the big checks to the flight schools. The advantage of paying as you go on any aviation-related venture is that you can quit on your terms and timing. The inherent problem with aviation training is that the trainee is voluntarily incurring extremely high expenses in hopes of securing a very low-paying job. What's wrong with this picture?
Being tied to airplane payments and own/op expenses that you don't want, can't afford and can't sell is a horrible feeling. The perceived revenues in your scenario are doubtful at best, and if examined closely are probably less than break-even when all costs are included in the calculation. The OP now says he doesn't want an airline job anyway, so the argument is probably moot anyway.
I have no interest in ATP. And I;m already mostly done w/ my PPL, so after I do that, can I get a loan/grants and go straight into CPL training?
Is the general consensus to buy a plane (single or twin), and start training? I'm unsure the chain of events. I really want to have a 152 or something for personal use...would I be able to use it (or any plane I get) for CPL, or would it need to be IFR, or anything like that?
It's insured...
Clinton didn't think he would get caught.