Ballpark cost for the PPL
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Ballpark cost for the PPL
I'm sorry if this has been asked 10000 times before but I can't find what I want to know in the FAQ.
I am about to book the PPL course. I have some flying experience. On a weeks gliding course, some 10 years ago, I managed to go solo.
The flying cost is quoted at £135 per hour on a Cessna 172, but what are the approximate extra costs?
a) Medical examination
b) Books (cost and which ones)
c) Ground School (hours, cost and which courses)
d) Exam fees (costs and which ones)
e) Landing fees
f) Any other costs I might have missed
Thanks
Mike
I am about to book the PPL course. I have some flying experience. On a weeks gliding course, some 10 years ago, I managed to go solo.
The flying cost is quoted at £135 per hour on a Cessna 172, but what are the approximate extra costs?
a) Medical examination
b) Books (cost and which ones)
c) Ground School (hours, cost and which courses)
d) Exam fees (costs and which ones)
e) Landing fees
f) Any other costs I might have missed
Thanks
Mike
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Mine was v cheap as i did it through the RAF but 5-6 grand would be about right . To make it cheaper try and do it all in one fell swoop take three weeks off if you can and do the whole lot . And secondly I mentioned this on another forum get yourself a smaller aircraft pa38 cessna 152 or 150 its considerably cheaper than than a larger 172 after 3 hours flying youll be reducing costs . with mostb flying schools at the mo 100-110 quid per hour is about right yu shouldnt be paying for an aircraft that has two empty seats and a baggage area , your learning to fly think about pax later on , just my two penny worth
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I paid £5152 unfront for the course all the rules and maops
plus 4 thom books radio exam all ground school and exams skills test.
medical £120
extra landing fees max £100
extra exams cause i failed some £10/exam
But that was on a £152 and a junior member should have been £150
ppl confuser £25
ummmmmm I think thats about it
oh it took my 6 mnths and 45hrs 15 minutes of flying
my cost per hour was £110 with insturctor £90 without in a C152
Hope this helps anything else just ask
David
plus 4 thom books radio exam all ground school and exams skills test.
medical £120
extra landing fees max £100
extra exams cause i failed some £10/exam
But that was on a £152 and a junior member should have been £150
ppl confuser £25
ummmmmm I think thats about it
oh it took my 6 mnths and 45hrs 15 minutes of flying
my cost per hour was £110 with insturctor £90 without in a C152
Hope this helps anything else just ask
David
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zetland, I don't wish to be age'ist, but at 60, why not go the nppl route ?
1/2 the price, and a dead easy medical, your Dr signs to say your ok,
after all you won't be going on to CPL
http://www.nppl.uk.com/
I went the nppl m route as a modern 3 axis microlight can our perform most spam cans at less then 1/2 the price
worth checking out
1/2 the price, and a dead easy medical, your Dr signs to say your ok,
after all you won't be going on to CPL
http://www.nppl.uk.com/
I went the nppl m route as a modern 3 axis microlight can our perform most spam cans at less then 1/2 the price
worth checking out
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£8600 in 2000/2001.
Of that, about £600 was in landing fees. But I did change a school after about 20hrs which I guess wasted about £1000 (a very different aircraft type).
Books, the stupid circular slide rule
and other bits come to maybe £200.
Medical £150.
I don't see how the NPPL is going to be cheaper given that the pilot has to reach the same basic standard in order to be able to fly from A to B in the same airspace.
Also, the difference in the basic (price list) cost will be barely significant in the long run. Most people who have to date done the NPPL have done it for medical reasons, and actually about 2/3 of them (according to data from c. 2006) were previous PPL holders who failed their Class 2 medical.
Of that, about £600 was in landing fees. But I did change a school after about 20hrs which I guess wasted about £1000 (a very different aircraft type).
Books, the stupid circular slide rule
and other bits come to maybe £200.Medical £150.
I don't see how the NPPL is going to be cheaper given that the pilot has to reach the same basic standard in order to be able to fly from A to B in the same airspace.
Also, the difference in the basic (price list) cost will be barely significant in the long run. Most people who have to date done the NPPL have done it for medical reasons, and actually about 2/3 of them (according to data from c. 2006) were previous PPL holders who failed their Class 2 medical.
The Original Whirly
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after all you won't be going on to CPL
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The hard to allow for cost is the UK weather. I have been trying to do 4 hours or so of solo nav exercises since Feb. I have lost track of how many cancellations I have had when weather has been unsuitable. Because of this I have done about 4 hours of extra dual/ solo circuits to keep my hand in and that is about all the flying since Feb. Plenty of nice days when I was at work mind and I work under one of the EGNT VRP's so saw lots of students off to the practice area! I have presently got 43 hours so if no other delays I should be ready for final tests at about 47 hours (for NPPL). You won't do NPPL in the 32 hours they quote and you will not want to, you just will not be ready. At least I wouldn't have been, even allowing for adjusting to different aircraft. I am doing NPPL because I cannot envisage flying more than 100 hrs per year. Not enough I believe to maintain currency in IMC/R and /or night rating. I have no interest in flying abroad and yes the medical is a saving. No plans either for CPL so why go through the cost and hassle of PPL. In fact the course I am doing is almost identical to the PPL I started on in the 70's but without the spinning. I would say do not see NPPL as a sub PPL but as an equal standard that is more realistically in tune with some pilots ambitions.
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Don't make assumptions without asking. I know a PPL over 60 who sold a business and was thinking of a new part time career, and considered a CPL and FI rating. It's been done before. And so long as you can pass a Class 1 medical, there's no reason why not
not making any assumptions, however do you know any airlines taking new pilots over 60 ? or even 100000 hour pilots over 60 ?
re the nnp / ppl costings above, nppl is less hours to train, less hours means less money !
not making any assumptions, however do you know any airlines taking new pilots over 60 ? or even 100000 hour pilots over 60 ?
re the nnp / ppl costings above, nppl is less hours to train, less hours means less money !
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TangoVictor
Why Not???? You're not dead, and can still enjoy challenges in life once you've turned a certain age!!!
You're making more assumptions....
Whirlybird said she knew a 60 year old who "sold a business and was thinking of a new part time career, and considered a CPL and FI rating".
You're talking about being on the airlines from CPL, she's talking about being a flying instructor from CPL.
You don't see instruction as a worthwhile part time "career" then ??? And you think once you get past a certain age you should just roll over and die???
PS Tomorrow... I'm going flying with a guy. He's NPPL now (but then he is in his mid eighties) but has more multi-engine hours than everyone in the club added together
after all you won't be going on to CPL
not making any assumptions, however do you know any airlines taking new pilots over 60 ? or even 100000 hour pilots over 60 ?
Whirlybird said she knew a 60 year old who "sold a business and was thinking of a new part time career, and considered a CPL and FI rating".
You're talking about being on the airlines from CPL, she's talking about being a flying instructor from CPL.
You don't see instruction as a worthwhile part time "career" then ??? And you think once you get past a certain age you should just roll over and die???
PS Tomorrow... I'm going flying with a guy. He's NPPL now (but then he is in his mid eighties) but has more multi-engine hours than everyone in the club added together
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I am doing NPPL because I cannot envisage flying more than 100 hrs per year
100? Is that a misprint? That's about 5-10 times UK GA average, easily enough for good IFR currency, and easily enough to justify an outright purchase of a capable plane.
You would be wasting your time doing an NPPL for that... being stuck to UK airspace probably for ever.
100? Is that a misprint? That's about 5-10 times UK GA average, easily enough for good IFR currency, and easily enough to justify an outright purchase of a capable plane.
You would be wasting your time doing an NPPL for that... being stuck to UK airspace probably for ever.
I wouldn't mind seeing their log books 
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You're talking about being on the airlines from CPL, she's talking about being a flying instructor from CPL.
You don't see instruction as a worthwhile part time "career" then ??? And you think once you get past a certain age you should just roll over and die???
the original poster who's 60 has yet to learn to fly, hence he's enquiry
and therefore my post, I myself am nearer 60 than 50 ( just ) and have been
informed many times, that airlines do not employ pilots over 60, ( some do for freight apparently, but high hours required )
It is possible to train and attain a ppl or nppl and after 50 / 100 hours go for instructors rating, which would be wonderful if thats the sort of flying he's into
You don't see instruction as a worthwhile part time "career" then ??? And you think once you get past a certain age you should just roll over and die???
the original poster who's 60 has yet to learn to fly, hence he's enquiry
and therefore my post, I myself am nearer 60 than 50 ( just ) and have been
informed many times, that airlines do not employ pilots over 60, ( some do for freight apparently, but high hours required )
It is possible to train and attain a ppl or nppl and after 50 / 100 hours go for instructors rating, which would be wonderful if thats the sort of flying he's into
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I'm going the NPPL (A) route because, 1, the medical is cheaper (£10) for Dr's autograph. 2, I "think" it is easier to maintain. 3, at the age of 67 I won't be going commercial. 4, It should be cheaper at 32 hrs instead of 45. I went for the (A) so as to be able to take the three of us if required,
However, reality is different, ref item 4. I was informed by a very competent instructor that after the age of 50 the hrs "usually" taken are about equal to the age of the student. I also did gliding in the 80s.
He can't be far out as I have taken 65hrs to reach the point of the nav flight test, (wx permitting tomorrow).
So far I have spent ~8K, & it aint finished yet. £129hr, landing fees free at three airfields in the training area, exams free, FRTOL £60.
However, reality is different, ref item 4. I was informed by a very competent instructor that after the age of 50 the hrs "usually" taken are about equal to the age of the student. I also did gliding in the 80s.
He can't be far out as I have taken 65hrs to reach the point of the nav flight test, (wx permitting tomorrow).
So far I have spent ~8K, & it aint finished yet. £129hr, landing fees free at three airfields in the training area, exams free, FRTOL £60.
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good for you crash one, here's wishing you well with your flying, in retrospect
do you think, that the nppl m might have been a better route ? most 3 axis microlights are under £100 per hour training,
do you think, that the nppl m might have been a better route ? most 3 axis microlights are under £100 per hour training,
The Original Whirly
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Information for anyone who might want it...
1) You can get a CPL at any age, and people do.
2) After the age of 60, you cannot fly in single pilot commercial operations with passengers, or (and I can't remember the precise official wording) be the captain in two-pilot operations. HOWEVER, there is a court case going on at the moment challenging this, as that sort of age restriction may now be illegal. There's a thread about this on Rotorheads; I'll post the link when I have time.
3) You can instruct at any age. Students are officially members of the crew, not passengers. And recently the rules were changed so that instructors over the age of 40 now only need medicals yearly rather than 6-monthly.
4) The average number of hours taken to get a PPL is said to be around 60. While anecdotal evidence suggests younger people manage it faster, I'm not sure that there's any hard evidence for this. And as an instructor, I'd say the individual differences outweigh any general age differences.
So good luck, all you 15 year olds and 80 year olds out there, go learn to fly, and make sure you get the CORRECT information.
1) You can get a CPL at any age, and people do.
2) After the age of 60, you cannot fly in single pilot commercial operations with passengers, or (and I can't remember the precise official wording) be the captain in two-pilot operations. HOWEVER, there is a court case going on at the moment challenging this, as that sort of age restriction may now be illegal. There's a thread about this on Rotorheads; I'll post the link when I have time.
3) You can instruct at any age. Students are officially members of the crew, not passengers. And recently the rules were changed so that instructors over the age of 40 now only need medicals yearly rather than 6-monthly.
4) The average number of hours taken to get a PPL is said to be around 60. While anecdotal evidence suggests younger people manage it faster, I'm not sure that there's any hard evidence for this. And as an instructor, I'd say the individual differences outweigh any general age differences.
So good luck, all you 15 year olds and 80 year olds out there, go learn to fly, and make sure you get the CORRECT information.
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Tangovictor, thanks,
Yes I have thought in retrospect that the (M) might have been a good idea, though I live only 3nm from the airfield, & the nearest Microlight field is a good hour+ drive, & they are flexwing as far as I know. I did enquire of the NPPL people about floatplane differences training, "not at present but this may change". The microlight route would have allowed that. Living in Scotland the idea of a Kitfox with two aircraft carriers hanging underneath appeals to me. So although I may be going the wrong way yet, at least my relatives (non aviatic) think I am being "normal".
As a point of interest, how easy (expensive) is it to go NPPL (A) to NPPL (M) (amphib)??
Yes I have thought in retrospect that the (M) might have been a good idea, though I live only 3nm from the airfield, & the nearest Microlight field is a good hour+ drive, & they are flexwing as far as I know. I did enquire of the NPPL people about floatplane differences training, "not at present but this may change". The microlight route would have allowed that. Living in Scotland the idea of a Kitfox with two aircraft carriers hanging underneath appeals to me. So although I may be going the wrong way yet, at least my relatives (non aviatic) think I am being "normal".
As a point of interest, how easy (expensive) is it to go NPPL (A) to NPPL (M) (amphib)??