What is the standard price usually for a PPL(H)?
Join Date: Sep 2006
Location: Deep South
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I do agree with Hughes500 and the 300 is better to train on. By far the best way to do it is on a one to one basis and if you can afford to take the time away from work, all in one go. I'm luckily enough to work in a very stable climate, in fact I manage to achieve 90% of my work. Not many people can say that! I've had students through on average, from zero to hero in about 3 weeks. Some a bit longer and some a bit quicker. So aircraft and weather are the key factors IMHO. 
Join Date: Jul 2007
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Weather
This is a really useful thread. I have now completed just over 40 hours and feel I still have quite a long way to go. The biggest problem by far has been the weather. Talk about three hours a day five days a week makes me wonder whether there should be a "northern factor" added into the length of time taken to complete a PPL(H). I set aside three afternoons a week for flying. Since October last year I have probably had about 8 actual hours (pathetic I know). As a rough calculation I would say 25% of the lost time has been mechanical issues (the school only has one R44), 10% of it has been illness or other time conflicts. The rest has been weather. Perhaps I am just unlucky. I have talked to a couple of FW PPL students and they have had similar problems with the weather.
On the positive side though I have stopped focusing on the number of hours required and resigned myself to taking lessons whenever I get the chance and simply chipping away at it. In addition, it has tested my commitment to learning to fly and given me ample opportunity to absorb information. Although I have had some longish gaps in flying, I don't think I have fallen back too much although I'd like to be making faster progress.
On the positive side though I have stopped focusing on the number of hours required and resigned myself to taking lessons whenever I get the chance and simply chipping away at it. In addition, it has tested my commitment to learning to fly and given me ample opportunity to absorb information. Although I have had some longish gaps in flying, I don't think I have fallen back too much although I'd like to be making faster progress.
Join Date: Oct 2003
Location: england
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cost of flying
Princepilot,
First, congratulations on your weight loss - it will make a helluva difference to your training.
Second, if you are going to use the R22 for training you will have to select a light instructor and/or lose a little more weight.
Third, regardless of what you read on this thread or what the schools tell you, do not pay for your course up front.
Too many students have lost too much money to schools that go bust. This is true all over the world.
Big Ls
First, congratulations on your weight loss - it will make a helluva difference to your training.
Second, if you are going to use the R22 for training you will have to select a light instructor and/or lose a little more weight.
Third, regardless of what you read on this thread or what the schools tell you, do not pay for your course up front.
Too many students have lost too much money to schools that go bust. This is true all over the world.
Big Ls
Join Date: Oct 2006
Location: London
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Just another note about weight...
While the R22 may boast a 240lb seat limit, if you put two 240lb people in your machine, I'd hope the CAA are about to take away any licence you may have.
Unfortunately not only will you have a rather limited fuel load (simple numbers: 890 Empty, 2 x 240 pilots = 1370lbs - the MAUW for the 22); but more importantly will be out of balance longitudinally.
The cabin load limit for forward CofG is around about 370-380lbs for a betaII. This varies with configuration, and the Betas are a little better off.
So, be sure to find a well weighted instructor to go with - and one who will ensure we're all safe, and legal!
While the R22 may boast a 240lb seat limit, if you put two 240lb people in your machine, I'd hope the CAA are about to take away any licence you may have.
Unfortunately not only will you have a rather limited fuel load (simple numbers: 890 Empty, 2 x 240 pilots = 1370lbs - the MAUW for the 22); but more importantly will be out of balance longitudinally.
The cabin load limit for forward CofG is around about 370-380lbs for a betaII. This varies with configuration, and the Betas are a little better off.
So, be sure to find a well weighted instructor to go with - and one who will ensure we're all safe, and legal!
