Becoming a Helicopter Pilot: The Complete Cost Breakdown

Learning to fly a helicopter is one of the most challenging things you can do. The second most challenging thing you can do is find a way to pay for it! Flight training in a helicopter is not cheap and depending on the level of pilot certificate you wish to obtain, the costs can really add up.

To become a helicopter pilot the Private Pilot Certificate will cost around $18,000 and up to $28,000 for a Commercial Pilot Certificate. For a full career training program with a Flight Instructor Certificate expect to pay around $85,000 plus any costs of accommodation, food, and travel expenses.

Having been through training and taught for many years I wanted to provide a complete breakdown of roughly how much it is going to cost you, how long it is going to take you, and what things you will need to consider to become a helicopter pilot.

Are There Minimum Requirements To Become a Helicopter Pilot?

Before you can even become a helicopter pilot there are a few minimum requirements that you must meet. The Private Pilot Certificate is the most basic helicopter pilot license (Certificate & License are the same thing) you can get and to be eligible you must have met the following:

14 CFR Part61 Subpart E §61.109(c)

Minimum Age = 17
Hold at least a Student Pilot Certificate
Hold at least a Third Class Airmens Medical Certificate

By far the BIGGEST item you need to obtain is the Airmen’s Medical Certificate. This is a medical examination by an FAA-approved medical examiner and I HIGHLY RECOMMEND that you obtain the medical certificate for the pilot license sought BEFORE you being flight training.

Spending lots of money on hours of flight training to then only be denied a medical certificate because of an unknown health condition is not only heartbreaking but wastes money!

Here are the following pilot certificates and the minimum medical certificate you need to obtain for each:

PPL – Private Pilot Certificate = Third Class Airmens Medical Certificate
COM– Commercial Pilot Certificate = Second Class Airmens Medical Certificate
CFI – Certified Flight Instructor Certificate = Second Class Airmens Medical Certificate
ATP – Airline Transport Pilot Certificate = First Class Airmens Medical Certificate

If you can, always try and achieve a First Class Medical Certificate if you wish to become a professional helicopter pilot as you will then know your health will not be a factor when it comes to applying for any job further in your career.

If you wish to find out more detail about the Airmen’s Medical Certificates see here:

Pilot Medical Exam – What You Need To Pass Each Class

Once you are sure you can meet the requirements to begin flight training, your first step to becoming a helicopter pilot is the Private Pilot Certificate.

How Much Does It Cost To Become a Helicopter Pilot?

Before we get into the details of exactly what each pilot certificate breaks down to in terms of costs, here is a brief overview based on typical student averages to go from zero hours to completed certificate/s:

Total Costs Summary

Pilot Certificate	Typical Cost
Private Pilot Certificate	$22,560
Instrument Rating – Part 61	$17,750
Instrument Rating – Part 141	$16,675
Commercial Pilot Certificate – Part 61 with Hour Building & No Instrument Rating	$53,950
Commercial Pilot Certificate – Part 61 with Instrument Rating	$59,700
Commercial Pilot Certificate – Part 141 with Hour Building & No Instrument Rating	$48,003
Commercial Pilot Certificate – Part 141 with Instrument Rating	$64,200
Certified Flight Instructor Certificate with Part 61 Commercial Pilot Certificate	$67,100
Certified Flight Instructor Certificate with Part 141 Commercial Pilot Certificate	$61,180
Certified Flight Instructor Instruments Rating with Part 61 Commercial Pilot Certificate	$84,500
Certified Flight Instructor Instruments Rating with Part 141 Commercial Pilot Certificate	$89,000

Based on Average Student Training Durations – Not FAA Minimums

Learn More…
Try These Articles:
* Learning To Fly Helicopters – Is it really that hard?
* How Long Does It Take To Become A Helicopter Pilot? – Your Guide

Typical Training Routes

The table above lists every combination a pilot could undertake to achieve the level of flying privileges they wish. Below are the three most common routes that most students take depending on how they wish to fly long-term:

Certificate/s	Typical Total Cost	Typical Time To Complete
Private Only	$22,560	2-4 Months Full-Time
Private & Commercial Only	$48,000	3-7 Months Full-Time
Career Pilot Program: * Private Pilot Certificate – Part 141 * Instrument Rating – Part 61 * Commercial Pilot Certificate – Part 61 * Certified Flight Instructor Certificate – Part 141 * Certified Flight Instructor Instrument Rating – Part 141	$84,500: $22,560 $17,750 $19,390 $13,150 $11,650	7-10 Months Full-Time

Based on Average Student Training Durations – Not FAA Minimums

By using this road map you can now seek out the training costs most applicable to you from the rest of the article below.

PILOT CERTIFICATES

Private Pilot Certificate

On average, it takes a student around 60 hours and $23,000 to gain their Helicopter Private Pilot Certificate. Flight training will cost around $20,000, examinations around $1,150, ground study training around $1,200, and $400-$500 of extras like a headset, books, and flight training materials.

If you wish to fly a helicopter for pleasure, or for part of your business then a PPL is the best certificate to choose. No financial gain can be made from flying a helicopter on a PPL but you can charge other passengers providing you pay 51% of the hourly cost.

If using it for your business you can use it as PART of your business, for example; You are a farm equipment supplier and you wish to fly to customers’ farms, but you cannot charge it AS a business.

Every helicopter pilot will start with the PPL and then either continue further training or remain a PPL holder and fly under those privileges which can be found under 14 CFR Part61 Subpart E §61.113 on the FAA website.

The FAA requirements to become a Helicopter Private Pilot are:
14 CFR Part61 Subpart E §61.109(c)

Minimum Age:	17
Any Previous License Required:	Student Pilot, Sport Pilot, or Recreational Pilot
Total Flight Hours Required:	40
Dual Hours Required:	20
Solo Hours Required:	10

Costs:

The costs involved in obtaining a PPL consist of several areas:

Cost of Aircraft Flight Training
Cost of Theory Training – Commonly known as Ground School
Examinations – Written, Practical & Medical
Extras

Flight Training:

40 hours of flight training is the minimum required by the FAA, although most students complete the training in around 60 hours. Of the minimum 40 hours, 20 must be with an instructor, 10 must be solo, and 3 must be at night, although more hours are usually undertaken.

Always base your budgeting on the Typical Student Averages rather than the FAA minimum. I can tell you now that I don’t know ANY student that completed a PPL in the minimum amount of hours!

Average Hourly Rate of Robinson R22 Helicopter = $300/Hour
Average Hourly Rate of Flight Instructor = $45/Hour

NOTE: The rate for the helicopter and the flight instructor will vary depending on the specific aircraft flown and the rates which the school charges. These are averages taken from a huge poll of U.S. flight schools so to get an accurate number you will need to enquire at the exact flight schools you wish to shortlist.

See the Recommended Resources Section at the end of this article for a
FREE Flight School Comparison & Budget Planner Tool

FAA Minimum:
40 Total:
30 hours Dual x ($300+$45) = $10,350
10 hours Solo x $300 = $3,000

Flight Training Minimum Total = $13,350

Typical Student Average:
60 Total:
50 hours Dual x ($300+$45) = $17,250
10 hours Solo x $300 = $3,000

Flight Training Typical Total = $20,250

Ground School or Theory:

All students will require between 15-30 hours of one-on-one ground school with an instructor to cover aspects of aerodynamics, flight, maneuvers, emergency procedures, etc. This ground is to prepare the student for the Oral part of the Flight Examination (Checkride).
In addition, the student will need to complete some form of Home-Study course to prepare them for the Knowledge Written Examination.

Average Ground Instructor Hourly Rate = $45/Hour
Average RW Private Pilot DVD/Online Training Course = From $250

Examinations:

Medical Examination = At least a Third Class Medical Certificate. Average $60 (Ranged from $40-$80) or BasicMed
Written Examination = Average $150 (Ranged from $140-$175)
Flight Examination = Average $950 (Flight Examiner Ranged from $400-$600) + 1.5 Hours R22 Rental

Extras:

Most students will require around $500 of extras that can consist of:

Headset ($300)
Books
Charts
Aircraft Inspection Tools
Flight Planning Tools

Total Cost For a Helicopter Private Pilot Certificate:

FAA Minimum:
40 Hours Total:

30 hours Dual x ($300+$45) = $10,350
10 hours Solo x $300 = $3,000
Home-Study Theory Training = $250
Medical Examination = $60
Written Examination = $150
Flight Examination = $950
Extras = $500

Total = $15,260

Typical Student Average:
60 hours Total:

50 hours Dual x ($300+$45) = $17,250
10 hours Solo x $300 = $3,000
20 hours One-On-One Ground Training x $45 = $900
Home-Study Theory Training = $250
Medical Examination = $60
Written Examination = $150
Flight Examination = $950
Extras = $500

Total = $22,560

Commercial Pilot Certificate

On average, it takes a student around 150 hours and $19,000 to gain their Part 61 Commercial helicopter pilot certificate or 115 hours and $20,000 to gain their Part 141 Commercial helicopter pilot certificate. This is in addition to the private pilot certificate and any hour building required.

After completing the Private Pilot Certificate there are two training routes that can be taken to gain a Commercial Pilot Certificate.
Each route has differing requirements from the FAA:

* Part 61
* Part 141

Part 61 Training Route – This is designed for pilots requiring a flexible, non-classroom-based type of training. The training can be tailored to suit the student and does not have any stage checks or time requirements to complete the training. Because of its flexibility, the FAA requires higher training requirements.

This is a perfect route for those who may have been pleasure flying for years and then decide they wish to move into aviation as a career, or for those pilots coming from a fixed-wing background who wish to transition over to helicopter.

Part 141 Training Route – This is designed for students seeking a career in aviation. It is a structured program designed to efficiently move the student through training. The flight school has to be Part 141 certified by the FAA with both the facilities and training curriculum meeting that certification.

Because the course is structured and has a set timeframe, the FAA required lower training requirements.

This is a perfect route for students going from zero flight time and utilizes the time requirements from passing the Private Pilot Certificate for gaining an Instrument Rating if looking to fly offshore or become a Certified Flight Instructor Instruments (CFII).

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Part 61 Helicopter Commercial Pilot Certificate

The FAA requirements to become a Helicopter Commercial Pilot Following Part 61 are:
14 CFR Part61 Subpart F

Minimum Age:	18
Any Previous License Required:	Private Pilot
Total Flight Hours Required:	150
Dual Hours Required:	20
Solo Hours Required:	10

Costs:

Flight Training:

Since completing the Private Pilot Certificate, additional hours must be flown (Known as ‘Hour Building’). Based on the Typical Student Average hours for completing the training for both the Private Pilot Certificate and the Commercial Pilot Certificate the following will be required:

Solo Hour Building between Completing a PPL and starting the CPL training
= 40 Hours x $300/hour = $12,000

If a Part 61 Instrument Rating is to be added, most students will incorporate it into the hour building phase instead of the solo hour building.
Part 61 Instrument Rating = 40 Hours x $395/hour = $15,800

The FAA requires the applicant for a Part 61 Commercial Helicopter Pilot Certificate to have gained 150 hours of TOTAL flight time before applying for the Commercial Flight Test.

It can be completed however the student wishes, but must have met the following requirements:

100 hours in powered aircraft, of which 50 hours must be in helicopters
100 hours of pilot-in-command flight time, which includes at least:
- 35 hours in helicopters; and
- 10 hours in cross-country flight in helicopters
20 hours of dual training of which:
- 5 hours of instrument training in helicopters
- 1x 2 hour day-time cross-country flight of at least 50nm from point of departure
- 1x 2 hour night-time cross-country flight of at least 50nm from point of departure
10 hours of solo flight or acting PIC with an instructor on board to include:
- 1 cross-country flight with one segment at least 50nm with 3 separate landings
- 5 hours of night VFR in an airport traffic pattern with 10 take-offs & landings
3 hours of dual instruction within the preceding 2 months of the Practical Flight Test

Average Hourly Rate of a Robinson R22 Helicopter = $300/Hour
Average Hourly Rate of Flight Instructor = $45/Hour

FAA Minimum:
33 Total:
20 hours Dual Instruction x ($300+$45) = $6,900
10 hours Solo x $300 = $3,000
3 hours Dual Flight Test Prep x ($300+$45) = $1,035

Total = $10,935

Student Average:
50 Total:
35 hours Dual Instruction x ($300+$45) = $12,075
10 hours Solo x $300 = $3000
5 hours Dual Flight Test Prep x ($300+$45) = $1,725

Total = $16,800

Ground School or Theory:

The FAA Part 61 Commerical Helicopter Pilot Certificate does not require any formal ground training. The applicant just has to meet the knowledge requirements to pass the Aeronautical Knowledge Written Exam and the Oral portion of the Practical flight test. This can be completed via a Home-Study Ground Course and with some one-to-one instruction from a flying instructor.

Average Ground Instructor Hourly Rate = $45/Hour
Average RW Commercial Pilot DVD/Online Training Course = From $180

Examinations:

Medical Examination = At least a Second Class Medical Certificate. Average $110 (Ranged from $70-$150)
Written Examination = Average $150 (Ranged from $140-$175)
Flight Examination = Average $950 (Flight Examiner Ranged from $400-$600) + 1.5 Hours Robinson R22 Rental

Extras:

Most students will require around $300 extras that can consist of:

Books & Manuals
Charts & Checklists
Flight Planning Tools

Total Cost for Part 61 Commercial Helicopter Pilot Certificate:

FAA Minimum:
33 Hours Total:

20 hours Dual Instruction x ($300+$45) = $6,900
10 hours Solo x $300 = $3,000
3 hours Dual Flight Test Prep x ($300+$45) = $1,035
Home-Study Theory Training = $180
Medical Examination = $110
Written Examination = $150
Flight Examination = $950
Extras = $300

Total = $12,625

Student Average:
50 hours Total:

35 hours Dual Instruction x ($300+$45) = $12,075
10 hours Solo x $300 = $3000
5 hours Dual Flight Test Prep x ($300+$45) = $1,725
20 hours One-On-One Ground Training x $45 = $900
Home-Study Theory Training = $180
Medical Examination = $110
Written Examination = $150
Flight Examination = $950
Extras = $300

Total = $19,390

To Achieve a Part 61 Commercial Helicopter Pilot Certificate with NO Instrument Rating:

Private Pilot Training = $22,560
+ Solo Hour Building = $12,000
+ Commercial Pilot Training = $19,390

Total Cost for Part 61 CPL(H) = $53,950

To Achieve a Part 61 Commercial Helicopter Pilot Certificate WITH an Instrument Rating:

Private Pilot Training = $22,560
+ Instrument Rating = $17,750
+ Commercial Pilot Training = $19,390

Total Cost for Part 61 CPL(H) = $59,700

Part 141 Helicopter Commercial Pilot Certificate

The FAA requirements to become a Helicopter Commercial Pilot Following Part 141 are:
14 CFR Part141 Appendix D

Minimum Age:	18
Any Previous License Required:	Private Pilot
Total Flight Hours Required:	115
Dual Hours Required:	30
Solo Hours Required:	10
Ground Hours Required:	30

Costs:

Flight Training:

Solo Hour Building between Completing a PPL and starting the CPL training
= 15 Hours x $300/hour = $4,500

If an Instrument Rating is to be added, most students will complete this AFTER completing their Commercial Pilot Certificate Training as there is not enough time between Private and Commercial.
Part 141 Instrument Rating = 35 Hours x $395/hour = $16,675

The FAA requires the applicant for a Part 141 Commercial Helicopter Pilot Certificate to have gained 115 hours of total flight time before applying for the Commercial Flight Test.

The Part 141 Commercial Helicopter Pilot Certificate Training Program Consists of:

30 hours of dual flight instruction, which includes at least:
- 5 hours of instrument training in helicopters
- 1x 2 hour day-time cross-country flight with one segment at least 50nm from point of departure
- 1x 2 hour night-time cross-country flight with one segment at least 50nm from point of departure
10 hours of solo flight or acting PIC with an instructor on board to include:
- 1 cross-country flight with one segment at least 50nm with 3 separate landings
- 5 hours of night VFR in an airport traffic pattern with 10 take-offs & landings
3 hours of dual instruction within the preceding 2 months of the Practical Flight Test

Average Hourly Rate of a Robinson R22 Helicopter = $300/Hour
Average Hourly Rate of Flight Instructor = $45/Hour

FAA Minimum:
115 Total:
30 hours Dual Instruction x ($300+$45) = $10,350
10 hours Solo x $300 = $3000
3 hours Dual Flight Test Prep x ($300+$45) = $1,035

Total = $14,385

Typical Student Average:
130 Total:
40 hours Dual Instruction x ($300+$45) = $13,800
10 hours Solo x $300 = $3000
3 hours Dual Flight Test Prep x ($300+$45) = $1,035

Total = $17,835

Ground School or Theory:

The Part 141 Commerical Helicopter Pilot training program requires 30 hours of Dual Ground Instruction. Most students will also purchase a Home-Based Theory study material for the Commercial Certificate.

Average Ground Instructor Hourly Rate = $45/Hour
Average RW Commercial Pilot DVD/Online Training Course = From $180

Examinations:

Extras:

Most students will require around $300 extras that can consist of:

Books & Manuals
Online Training Materials
Charts & Checklists
Flight Planning Tools

Total Cost for Part 141 Commercial Helicopter Pilot Certificate:

FAA Minimum:
115 Hours Total:

30 hours Dual Instruction x ($300+$45) = $10,350
10 hours Solo x $300 = $3000
3 hours Dual Flight Test Prep x ($300+$45) = $1,035
30 hours Dual Commercial Ground x $45 = $1,575
Medical Examination = $110
Written Examination = $150
Flight Examination = $950
Extras = $300

Total = $17,170

Student Average:
115 hours Total:

40 hours Dual Instruction x ($300+$45) = $13,800
10 hours Solo x $300 = $3000
3 hours Dual Flight Test Prep x ($300+$45) = $1035
30 hours Dual Commercial Ground x $45 = $1,350
Home-Study Theory Training = $275
Medical Examination = $110
Written Examination = $150
Flight Examination = $950
Extras = $300

Total = $20,970

To Achieve a Part 141 Commercial Helicopter Pilot Certificate with NO Instrument Rating:

Private Pilot Training = $22,560
+ Solo Hour Building = $4,500
+ Commercial Pilot Training = $20,970

Total Cost for Part 141 CPL(H) = $48,030

To Achieve a Part 141 Commercial Helicopter Pilot Certificate WITH an Instrument Rating:

Private Pilot Training = $22,560
+ Hour Building = $4,500
+ Instrument Rating = $17,750
+ Commercial Pilot Training = $19,390

Total Cost for Part 141 CPL(H) = $64,200

Certified Flying Instructor

To be able to teach people to fly and help them reach their dream, just like you once did you will need a Certified Flight Instructor Certificate (CFI). This will allow you to instruct both in the air and ground school on the category for which you are trained to fly:

If you have a Commercial Helicopter Pilot Certificate, you can teach in helicopters
If you have a Commercial Airplane Pilot Certificate, you can teach in airplanes
If you have Commercial Helicopter & Airplane Pilot Certificates, you can teach in both airplanes and helicopters

To obtain a Certified Flight Instructor Rating you must own a Commercial Pilot Certificate

Just like the Commercial Pilot Certificate, there are two routes:

Part 61 – This is unstructured and designed for pilots with vast amounts of flying experience to gain their CFI Certificate
Part 141 – This is structured and is the route most students take in a Professional Pilot Program

For this article, we will focus just on the Part 141 CFI training route.

Part 141 Helicopter Certified Flight Instructor Certificate

This is a very structured program for becoming a CFI and will follow an FAA-approved flight and ground training syllabus. This is primarily what will be received at a flying school with an accredited program. Because the program follows the approved syllabus.

The FAA requirements to become a Helicopter Certified Flight Instructor Following Part 141 are:

14 CFR 141 Appendix F

Minimum Age:	18
Any Previous License Required:	Commercial Pilot
Dual Hours Required:	25
Ground Hours Required:	40

Costs:

Flight Training:

The FAA requires the applicant for a Part 141 Certified Flight Instructor Certificate to have gained a Commercial RW Certificate or an Airline Transport Pilot Certificate RW.

Average Hourly Rate of Robinson R22 = $300/Hour
Average Hourly Rate of Flight Instructor = $45/Hour

FAA Minimum:
25 Total:
25 hours Dual Instruction x ($300+$45) = $8,625

Total = $8,625

Typical Student Average:
30 Total:
28 hours Dual Instruction x ($300+$45) = $9,660
2 hours Dual Flight Test Prep x ($300+$45) = $690

Total = $10,350

Ground School or Theory:

The Part 141 RW CFI training program requires 40 hours of Classroom-Based or One-On-One Ground Instruction to include:

Fundamentals of Instruction (FOI)
Aeronautical Knowledge

Average Ground Instructor Hourly Rate = $45/Hour

Examinations:

FOI Written Examination = Average $150 (Ranged from $125-$175)
CFI Written Examination = Average $150 (Ranged from $125-$175)
Flight Examination = Average $950 (Flight Examiner Ranged from $400-$600)

Extras:

Most students will require around $200 extras that can consist of:

Books & Manuals
Online Training Materials

Total Cost for Part 141 Helicopter Certified Flight Instructor Certificate:

FAA Minimum:
25 Hours Total:

25 hours Dual Instruction x ($300+$45) = $8,625
40 hours Dual Instructor Ground x $45 = $1,800
FOI Written Examination = $150
CFI Written Examination = $150
Flight Examination = $500
Extras = $200

Total = $11,425

Student Average:
30 hours Total:

28 hours Dual Instruction x ($300+$45) = $9,660
2 hours Dual Flight Test Prep x ($300+$45) = $690
40 hours Dual Instructor Ground x $45 = $1,800
FOI Written Examination = $150
CFI Written Examination = $150
Flight Examination = $500
Extras = $200

Total = $13,150

Learn More…
Try These Articles:
* Skills Needed To Become a Pilot? – A Flight Instructors Perspective
* Helicopter Pilot Careers: 20 Jobs a Pilot Can Do?

RATINGS

Instrument Rating

An instrument rating allows you to fly in an IFR (Instrument Flight Rules) equipped aircraft and continue flying in clouds, poor weather, and at night when there are no city lights. Being able to fly by sole reference to the aircraft’s instruments allows you to fly in most weather and get from point A to point B when regular pilots would be grounded.

If you plan on a career flying helicopters for Police, EMS, VIP, or Offshore Oil & Gas then an instrument rating will almost always be required.

To obtain an Instrument Rating you must own a Private Pilot Certificate or a Commercial Pilot Certificate.

Just like the Commercial Pilot training, the Instrument Rating can be taught under both Part 61 and Part 141 depending on the school’s accreditation.

Part 61 Initial Instrument Rating

The FAA requirements to obtain a Part 61 Instrument Rating are:
14 CFR Part61 Subpart B § 61.65

Minimum Age:	17
Any Previous License Required:	Private Pilot or Commercial Pilot
Previous Flight Hours Required:	50
Total Simulated Hours Required:	40
Dual Hours Required:	15
Ground Hours Required:	0

Costs:

Flight Training:

The FAA requires the applicant for a Part 61 Instrument Rating to have gained the following:

50 hours of Cross-Country Flight as Pilot in Command in helicopters, with at least
- 10 Hours in helicopters
40 hours of simulated instrument flight, with at least
- 15 hours dual flight instruction with a helicopter instructor with an instrument rating, of which
  - 3 Hours must be within the preceding 2 months before the Practical test
A 100 nm flight along airways or ATC routing, to include
- An instrument approach at each airport
- 3 different instrument approach types using navigation systems

Average Hourly Rate of an IFR Robinson R22 Helicopter/approved IFR Simulator = $350/Hour*
Average Hourly Rate of Flight Instructor = $45/Hour

*NOTE: Most flight schools that have dedicated IFR training helicopters and simulators will usually charge out the aircraft at a higher rate to pay for the maintenance and replacement of the additional IFR instrumentation on board.

FAA Minimum:
40 Total:
15 hours Dual Instruction x ($350+$45) = $5,925
25 hours Solo x $350 = $8,750

Total = $14,675

Student Average:
40 Total:
40 hours Dual Instruction x ($350+$45) = $15,800

Total = $15,800

NOTE: Unless the student comes with previous instrument training time from a fixed-wing all the instrument time for the rating will be conducted as Dual Instruction either in a simulator or in the actual aircraft.

Ground School or Theory:

The Part 61 Instrument training program does not require any compulsory ground training from an Instructor. Most students will also purchase a Home-Based Theory study material for the Instrument Rating.

Average Instrument Rating DVD/Online Training Course = From $200

See the ‘Recommendations’ section for a great computer-based IFR training course

Examinations:

Written Examination = Average $150 (Ranged from $140-$175)
Flight Examination = Average $950 (Flight Examiner Ranged from $400-$600) + 1.5 Hours Robinson IFR R22/Simulator Rental

Extras:

Most students will require around $200 extras that can consist of:

Books & Manuals
Online Training Materials
Charts & Checklists
Flight Planning Tools

Total Cost for Part 61 Initial Instrument Rating:

FAA Minimum:
40 Hours Total:

15 hours Dual Instruction x ($350+$45) = $5,925
25 hours Solo x $350 = $8,750
Home-Study Theory Training = $200
Written Examination = $150
Flight Examination = $950
Extras = $200

Total = $16,040

Student Average:
40 hours Total:

40 hours Dual Instruction x ($350+$45) = $15,800
10 hours One-On-One Ground Training x $45 = $450
Home-Study Theory Training = $200
Written Examination = $150
Flight Examination = $950
Extras = $200

Total = $17,750

Part 141 Initial Instrument Rating

The FAA requirements to obtain a Part 141 Instrument Rating are:
14 CFR Part141 Appendix C

Minimum Age:	17
Any Previous License Required:	Private Pilot or Commercial Pilot
Total Simulated Hours Required:	35
Dual Hours Required:	35
Ground Hours Required:	30

Costs:

Flight Training:

The FAA requires the applicant for a Part 141 Instrument Rating to have gained the following:

35 hours of simulated instrument flight
A 100 nm flight along airways or ATC routing, to include
- An instrument approach at each airport
- 3 different instrument approach types using navigation systems

Average Hourly Rate of an IFR Robinson R22 Helicopter/approved IFR Simulator = $350/Hour
Average Hourly Rate of Flight Instructor = $45/Hour

FAA Minimum:
35 Total:
35 hours Dual Instruction x ($350+$45) = $13,825

Total = $13,825

Student Average:
35 Total:
35 hours Dual Instruction x ($350+$45) = $13,825

Total = $13,825

Ground School or Theory:

The Part 141 Instrument training program requires 30 hours of compulsory ground training from an Instructor. Most students will also purchase a Home-Based Theory study material for the Instrument Rating.

Average Ground Instructor Hourly Rate = $45/Hour
Average Instrument Rating DVD/Online Training Course = From $200

See the ‘Recommendations’ section for a great computer-based IFR training course

Examinations:

Written Examination = Average $150 (Ranged from $140-$175)
Flight Examination = Average $950 (Flight Examiner Ranged from $400-$600) + 1.5 Hours Robinson R22/Simulator Rental

Extras:

Most students will require around $200 extras that can consist of:

Books & Manuals
Online Training Materials
Charts & Checklists
Flight Planning Tools

Total Cost for Part 141 Initial Instrument Rating:

FAA Minimum:
35 Hours Total:

35 Dual Instruction x ($350+$45) = $13,825
30 Hours Ground Instruction x $45 = $1,350
Written Examination = $150
Flight Examination = $950

Total = $16,275

Student Average:
35 hours Total:

35 hours Dual Instruction x ($350+$45) = $13,825
30 hours Ground Instruction x $45 = $1,350
Home-Study Theory Training = $200
Written Examination = $150
Flight Examination = $950
Extras = $200

Total = $16,675

Certified Flying Instructor Instruments

If you wish to become the most employable flight instructor when you finish flight school then the Certified Flight Instructor Instruments Rating (CFII) is the way to go. By adding this to your resume you are a much more versatile instructor for a flight school.

With this rating, you can now teach any student that comes through the door of the flight school:

Private, Commercial, Instrument, CFI & CFII

When you begin looking at job advertisements many schools will list the job for CFI/CFII and the person who has the CFII rating will usually be hired over a CFI.

To obtain a Certified Flight Instructor Instruments Rating you must own a Commercial Pilot Certificate AND an Instrument Rating.

Part 141 Helicopter Certified Flight Instructor Instruments Rating

Just like the CFI program, this too is a very structured program for becoming a CFII and will follow an FAA-approved flight and ground training syllabus.

The FAA requirements to become a Helicopter Certified Flight Instructor Instruments Following Part 141 are:

14 CFR 141 Appendix G

Minimum Age:	18
Any Previous License Required:	Commercial Pilot & Instructor Certificate
Dual Hours Required:	15
Ground Hours Required:	15

Costs:

Flight Training:

The FAA requires the applicant for a Part 141 Certified Flight Instructor Instruments Rating to have gained a Helicopter Commercial Pilot Certificate AND a Helicopter Certified Flight Instructor Certificate.

Average Hourly Rate of Robinson IFR R22/IFR Simulator = $350/Hour
Average Hourly Rate of Flight Instructor = $45/Hour

FAA Minimum:
15 Total:
15 hours Dual Instruction x ($350+$45) = $5,925

Total = $5,925

Typical Student Average:
25 Total:
23 hours Dual Instruction x ($350+$45) = $9,085
2 hours Dual Flight Test Prep x ($350+$45) = $790

Total = $9,875

Ground School or Theory:

The Part 141 RW CFII training program requires 15 hours of Classroom-Based or One-On-One Ground Instruction to include:

Fundamentals of Instruction (FOI) – Although mostly covered in the CFI Course
Aeronautical IFR Knowledge and IFR Procedures

Average Ground Instructor Hourly Rate = $45/Hour

Examinations:

CFII Written Examination = Average $150 (Ranged from $125-$175) – Complete at the same time as IFR written exam!
Flight Examination = Average $950 (Flight Examiner Ranged from $400-$600) + 1.5 Hours Robinson IFR R22/Simulator Rental)

Extras:

None required – The Student should have everything by now!

Total Cost for Part 141 Helicopter Certified Flight Instructor Instruments Rating:

FAA Minimum:
15 Hours Total:

15 hours Dual Instruction x ($350+$45) = $5,925
15 hours Dual Instructor Ground x $45 = $675
CFII Written Examination = $150
Flight Examination = $950

Total = $7,700

Student Average:
25 hours Total:

23 hours Dual Instruction x ($350+$45) = $9,085
2 hours Dual Flight Test Prep x ($350+$45) = $790
15 hours Dual Instructor Ground x $45 = $675
CFII Written Examination = $150
Flight Examination = $950

Total = $11,650

Ways to Save Money

There is no doubt that learning to fly, especially a helicopter is not a cheap investment. Although similar in cost to going through college it must also be treated as such because you are investing in yourself to provide you with a very important skill.

There are ways though to help you save money and if used together they can return significant savings:

Shop Around

Schools can vary dramatically in their hourly rental costs for both their aircraft and instructors. Shopping around during your research phase can save you a lot of money. Look at schools from all over the country, differing sizes, the type of aircraft they fly, the location of their training areas etc.

Block Booking

Some schools may offer the ability to block book helicopter rental and give a discounted price. Blocks of 10 hours can offer a reduced rental price if paid upfront. Just be sure to NEVER pay too much upfront. Schools have been known to take huge sums of money from students then suddenly close their doors with a complete loss to the students!

Group Ground

At larger flight schools when many students are progressing through the same certificate the school may run group ground classes at a reduced rate. I used to teach group ground for commercial and instructor certificates and it was $10/hour cheaper.

It may not sound a lot but it all helps reduce that final total.

These are just 3 ways to save money. If you want to find over 100 ways to help you save even more money on flight training please check out this great resource HERE

Recommended Resources

Below are some of the resources I have put together to help out new pilots and students:

How Long to Refuel an Airplane? – 15 Most Common Planes

As soon as a large airliner pulls up to the gate the choreography of ground handing begins and one of the most noticeable pieces of equipment to show up is the fuel truck. The question is though, “How long does it take to refuel an airplane”? Sometimes there is just one fuel truck and other times there is a truck under each wing!

Airport fuel trucks usually refuel airplanes at around 300 gallons/1135 liters per minute. With one fuel truck, a Boeing 737 can be fuelled from empty in around 23 minutes. A Boeing 747 using two fuel trucks with dual nozzles in around 52 minutes. All planes are fuelled for the next flight only.

The larger the airplane, the more fuel it will need, and the larger its fuel tank capacity will be. Airport refuellers are given an allotted time to get the required fuel onboard and there are several tricks that they use to ensure they meet their deadlines!

Here are Some Refueling Times for 15 of the Worlds Most Common Airplanes:

Airplane	Fuel Capacity US Gal	1 Truck Single Nozzle 300GPM	1 Truck Dual Nozzles 600GPM	2 Trucks Dual Nozzles 1200GPM	Typical Fill Time If Tanks Already @ 15%	Cost To Fill Aircraft USD
Antanov AN-225	98,656	5h 30min	2h 45min	1h 23min	1h 10min	$493,280
Airbus A380	85,472	4h 44min	2h 22min	1h 11min	60min	$427,360
Boeing 747-8	63,034	3h 30min	1h 45min	53min	45min	$315,170
Boeing 777-200LR	47,890	2h 40min	1h 20 min	40min	34min	$239,450
Airbus A350-1000	41,948	2h 20min	1h 10min	35min	30min	$209,740
Boeing 787-10 ‘Dreamliner’	33,384	1h 51min	-**	-**	47min	$166,920
BAC Concorde	31,483	1h 44min	–	–	45min	$157,415
Airbus A320	7,190	24min	–	–	20min	$35,950
Boeing 737 Max	6,853	23min	–	–	19min	$34,265
Airbus A300 ‘Beluga’	6,303	21min	–	–	18min	$31,515
Dassault Falcon 6X	5,042	17min	–	–	14min	$25,225
Gulfstream G500	4,514	15min	–	–	13min	$22,575
Embraer CRJ1000	2,902	10min	–	–	8min	$14,510
Bombardier Q400	1,724	6min	–	–	5min	$8,620
Cessna Citation V	861	3min	–	–	3min	$4,305
Beechcraft 1900D	665	14min*	–	–	11min	$3,325

Average Price Jet A in 2021 = $5/Gal

Table data based on filling each aircraft from empty to full. Most aircraft arrive with reserve fuel remaining in the aircraft from their previous flight (typically around 15% of its capacity).

* Beechcraft 1900D is not equipped to refuel using the 300GPM High-Pressure underwing refueling system. Instead, it is fueled using a hose and nozzle to an overwing filler port with a maximum of 50GPM.

** Aircraft with only one refueling point available and only a single nozzle connection.

How are Airplanes Refueled?

Airplanes are fueled using either a high-pressure, sealed delivery hose at 300 gallons/1135 liters per minute or a hose and nozzle to an open filler port at 50 gallons/190 liters per minute. Some fuel trucks have dual high-pressure filling nozzles for faster airplane fuelling.

Airlines have strict turnaround times for their aircraft as they only make money when they are flying. The faster they can get a plane unloaded, reloaded, and back in the air, the more money they make.

To do this efficiently the airplane manufacturer creates a guide for the turnaround for each of its aircraft. Within this guide, they show the following diagram for their Boeing 747-8 on the positioning of ground support vehicles:

To further increase efficiency they also issue a timeline to help the airlines prep for a 747-8’s arrival and turnaround:

If you notice on the time planner Boeing has allotted 44 minutes to refuel the airplane. This is using two trucks as denoted in the diagram above it too. If only one truck is available, you can see that there is still time to move the truck to the other wing refueling point and fuel for a further 44 minutes and still be within the timeline before passengers begin boarding.

Fuelling while passengers are onboard is avoided as much as possible due to the implications of a fire breaking out. Quickly evacuating cleaning staff and aircraft crew is much faster than an entire aircraft full of passengers.

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Here are some of the ways airlines get their aircraft refueled as fast as possible:

Depending on the size of the aircraft there are two main delivery methods to get fuel into the aircraft and for getting the fuel from the storage farm to the aircraft there are also varying options:

Types of Fuel Delivery Systems:

Overwing Low-Pressure Delivery System

For aircraft with smaller fuel tanks, an overwing fueling point is the most common refueling point. There can be a filling point on the top side of each wing or just one single filling point for the entire aircraft, similar to your car.

This type of delivery system uses a hose with a nozzle to direct the flow of fuel into the aircraft and will be fed at a maximum flow rate of 50 gallons or 190 liters per minute. This is how all light aircraft like Cessnas and Cherokees are refueled.

Underwing High-Pressure Delivery System

For airplanes that require a large volume of fuel for each flight, they use a high-pressure fuel delivery system that connects to the fuel truck via an underwing filling nozzle. These systems allow much faster delivery of 300 gallons or 1135 liters of jet fuel every minute.

The nozzle on the end of the refueling hose connects via a push and lock fitting to allow the refueler to not have to stand there and hold the hose into the filler cap – Good job because the hose diameter, the volume of fuel in the hose, and the nozzle its self can become very heavy during the fill!

Many aircraft will have a fuel intake connector on the underside of each wing or smaller and newer aircraft will have just one intake under the right wing and fill all the tanks from that one location. The larger the airplane, the more fuel intake connectors it will have – More on this later.

Mobile Fuel Tanker Truck

To get the fuel to the airplane the easiest way is via a mobile tanker truck. These trucks can range in size from 1,000 gallons for small airports, up to monstrous 15,000 gallon mobile gas stations. The fuel trucks that are located at small airports will usually be fitted with hoses to deliver fuel using both the high and low-pressure systems to accommodate all aircraft operating from that airport.

For the large, international airports most of the fuel trucks will be of large volume and only dispense using the high-pressure delivery system. There is one problem with the mobile fuel trucks – Even the biggest truck, holding 15,000 gallons of jet fuel is unable to supply enough fuel to fill the largest aircraft!

Multiple fuel trucks would be needed to supply just one large aircraft which is not efficient. This is why most large airports use the Hydrant Fuel Delivery System.

Hydrant Filler Truck

The most economical way to fill an airplane like a Boeing 747 or an Airbus A380 is to have the fuel supply available at the gate. Under the airport lies a vast network of 18″-24″ fuel pipes. Rising up off this network are 6″ pipes that place a fuel connection point under the wing of each airplane parked at the gate – These are known as Hydrants.

These hydrants are fed directly from the airport’s colossal fuel farm which is located off to the side of the airport. Providing there is fuel in the fuel farm, there will be fuel available at every gate. Each hydrant is able to supply fuel at a rate of between 600GPM – 1,000GPM (2270LPM – 3785LPM)

To get the fuel from the Hydrant connector to the aircraft, the refueling department uses a Hydrant Filler Truck. When connected, this truck filters and measures the fuel to enable rapid filling of the airplane without the worry of running the tank dry.

# of Fueling Nozzles

To get an aircraft the size of a Boeing 747 or an Airbus A380 refueled within the allotted timeframe a single filling point may not be enough. To aid in this dilemma, the aircraft manufacturers designed the refueling stations on their airplanes to have two input nozzles under the wing.

This allows a fill rate from one hydrant truck to double to 600GPM.

If even the largest aircraft are completely void of fuel when they arrive (which they won’t be!), a fuel delivery of 600GPM would fill the biggest aircraft to capacity in around 2 hours. This is still not fast enough to meet the 44 minutes allocated for a Boeing 747, so another trick is required.

# of Fuel Trucks

When a single fuel truck is still not fast enough, a second hydrant truck can be hooked up to another fuelling station under the other wing providing a further 600GPM bringing the total refueling flow rate to 1,200GPM. Now the largest aircraft can be filled from practically empty to full capacity in around an hour.

All aircraft will arrive with a reserve and unused fuel remaining in their tanks, this could be anywhere from 10-30% of its total capacity. The second factor is that fuel costs money to transport on the airplane so excess fuel is never really taken. There is enough for the calculated reserves and diversions, but after that extra fuel is a money waster.

The final factor is that a lot of aircraft are unable to take a full passenger and cargo load as well as full-capacity fuel. By doing this it would place the aircraft over its Maximum Gross Takeoff Weight. Airline planners and pilots will calculate the maximum amount of fuel required for the next leg and give that volume to the refueler.

An aircraft may arrive with 20% of its fuel capacity remaining and then only require being topped up to 90%. For an airplane like a Boeing 747-8 this could mean a total fuel upload of 70% of its total capacity = 44,125 gallons required.

Using two hydrant trucks with dual nozzles means the time to fill would be around 36 minutes.

Why Do Airplanes Need to Be Towed & Pushed?

We have all sat on a plane and had the plane pushed back from the gate before the pilots start the engines. There must be a reason for this as some airports always push planes back, but yet others just seem to let the aircraft turn away from the gate. I’ve also seen airplanes being towed around an airport so why not just move them using their own engines?

Airplanes get towed or pushed by tractors and tugs when jet blast from their engines or prop wash from their propellers will create a hazard to nearby buildings, ground crew, other aircraft & ground handling equipment. Moving aircraft from hangers to aprons does not require pilots if being towed.

Depending on the airport, some aircraft movements have to be made with assistance to ensure the safety of all those working in the area or when the need to start the engines is overkill for the maintenance task required.

To find out more about exactly when airplanes need to be pushed and towed read on…

Why Do Airplanes Get Towed?

Airplanes get towed when the thrust of their engines creates a significant hazard to the immediate area surrounding them. Planes also get towed for maintenance purposes so pilots are not required to move the aircraft as airplane mechanics are trained in the use of the aircraft brakes while towing.

When aircraft go in for maintenance or are not required for flight by far the easiest way is to send a tow vehicle to the gate and have the maintenance team tow the aircraft to the hanger or parking areas. By doing this it allows time freedom for the airline, the airport ground controllers, and the maintenance team as pilots are not required to start the engines.

When an aircraft is being towed, trained and authorized maintenance personnel will be on board the aircraft to release and control the brakes to aid the tow vehicle operator.

Some airplanes will need to have their APU (Auxillary Power Unit) started by the maintenance personnel so that electrical and hydraulic systems can be operational to operate the braking systems and aircraft lights when towing at night.

Some tow vehicles may have the ability to hook up to the aircraft to negate the need to start the APU, making the towing process simpler and saving fuel that the APU would burn.

By Keeping the Nose Wheel on The Centerline Aircraft Avoid Collisions – Source: Vicuna R

Another reason you might see or experience being towed is when your aircraft has to be towed from the taxiway to the gate. This will be due to the tight confines of the terminal gates and the restricted view the pilots have may require a tow to conduct the arrival safely. As airplanes become larger and airports get busier you may see this quite often.

Even though pilots follow taxi centerlines, airplanes with very large wingspans could create tight spots and any contact made between two aircraft can cause significant damage, lost time, and potentially huge costs, so a simple tow helps prevent this.

Why Do Airplanes Get Pushed By From The Gate?

Airplanes are pushed back from the gate to prevent reverse thrust from the engines being used. Reverse thrust requires high engine power creating a high-speed jet blast. Any debris can damage airport terminals, jetways & ground vehicles. Pilots also cannot see behind making reversing very hazardous.

Large airplanes required a lot of force to get moving from a dead stop. There are two ways to get a plane moving:

Use the engines to provide reverse thrust
Use a tow vehicle to push the airplane back

Using the engines to create reverse thrust is accomplished by using deflector scoops on each engine to channel the thrust airflow sideward and slightly forwards. This is mainly used to aid in slowing the aircraft down during landing but can allow the aircraft to reverse, but it has implications.

Older aircraft that had their engines mounted high up on the rear of the aircraft could use reverse thrust to back out from the gate but with most modern airplanes the engines are mounted under the wing placing them close to the ground.

When an airplane uses reverse thrust it takes a high power setting to get the aircraft moving initially. This creates a high-speed wind that can easily damage the airport terminal, jetway, surrounding ground vehicles, baggage, and ground personnel and cause debris to be ingested by the engine – not good!

For propellor-based aircraft like the Bombardier Dash 8 they can reverse the pitch of the propellor blades forcing the thrust forwards and propelling the airplane backward. Again this creates high-speed debris and airflow that can cause problems on a busy airport apron.

By far the most common option is to use a tow vehicle to hook up to that airplane and propel it back without the airplane’s engines running.

By doing this it allows for:

Far greater safety because the tow truck operator has a much better view of the entire area surrounding and under the aircraft
The vehicle driver is in communication with the pilots to ensure aircraft braking can be applied if needed in an emergency
With the aid of ground personnel who walk under the wingtips, the tow truck driver can precisely position the aircraft and ensure it does not contact any structure, vehicle, person, or aircraft
It allows the airports ground controllers to get aircraft moved with much greater time constraints thus improving the flow around the apron and gate areas

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What Vehicles Tow Airplanes?

Depending on the size of the aircraft to be towed the tow vehicle can be as small as a quad and as large as a bus. The heavier the aircraft is to be moved, the heavier and more power the tow vehicle has to have. Dedicated tractors or tugs are used to hook onto the airplanes to allow for controlled tows.

A fully loaded Airbus A380 can weigh in excess of 575,000 kg or 575 tonnes! To get that mass moving in reverse requires a serious powerhouse of a vehicle!

Commonly referred to as Tractors or Tugs, these workhorses can be seen working at every major airport around the globe.

Here are the Most Common Types of Aircraft Tow Vehicles:

Farm Tractor

When towing smaller aircraft at private residences, small airports, or aviation companies the use of a farm tractor and a towbar is a common sight. The low-speed, high-torque characteristics of a farm tractor make them perfect for maneuvering smaller aircraft out of hangers and onto aprons.

Their versatility around the property also allows them to be used for other things when not towing like snow clearing, grass cutting, apron sweeping, and much more.

Their cost is also considerably less than a dedicated aircraft Tug.

Tug & Towbar

By far the most common sight around the world’s airports is the Tug and Towbar. The towbars are connected to the axle of the aircraft’s front landing gear and then to the front or rear of the Tug. Once connected, the driver of the Tug can easily maneuver the aircraft from the gate and out onto the taxiway.

The raised, glass cabin of the Tug allows the driver a full 360° view to help prevent any collisions or near misses while operating the Tug.

In the photo above you can see the orange wire connecting the communications system between the Tug and the airplane to allow the driver and pilots to talk to one another during the tow.

Towbars are mainly universal and one towbar can be used for many different aircraft, although the correctly sized towbar has to be available and used for each aircraft being towed. A towbar for a Boeing 737 would not be strong enough to move the 575 tonne mass of an Airbus A380!

For this reason, most of the airport terminals are arranged for certain-sized aircraft to commonly use the gates. This allows for the appropriate size ground support vehicles and accessories to be close to hand to allow for quick and efficient turnarounds of each airplane.

Towbarless Tug

Becoming more popular around large airports is the Towbarless Tug. These tractors are purposely designed to be able to move any aircraft without the need for any additional apparatus like a towbar.

These Tugs come in a range of sizes to suit all of the larger aircraft flying today and they are heavy, powerful, moving machines, and due to their speed at moving aircraft, they are a popular choice among ground crews and airport ground controllers.

They work by having the driver reverse up to the nose landing gear of the airplane. The airplane’s front tires are then placed against a stop and a bar or locking arm closes in around the other side of the plane’s tires. Once secured, the Tug will lift the entire landing gear tires off the ground.

This then allows the Towbarless Tug to easily move the airplane around once the pilot/s has released the brakes.

See the video below to see exactly how they work:

To Finish

Moving an airplane away from the gate with a Tug or Tractor is by far the safest way around today’s busy airports. Jetblast and prop wash from an aircraft can easily send loose items airborne, turn grains of dust into projectiles, and create debris that can be easily ingested into multi-million dollar engines.

Allowing the driver and apron walkers to reverse every aircraft out of their parking spots it allows many pairs of eyes to constantly scan the area for potential collisions and negates the need for engines to be running while in the close confines of a busy apron.

Tugs and tractors make maneuvering an aircraft a simple and safe operation and that is why it is very, very rare you will ever see a large aircraft reverse using the power of its own engines.

Thinking of Buying a Helicopter? Best Tips From a Pilot

Owning a helicopter may seem like a lavish luxury to most but for those where time is a limited commodity, a helicopter can easily pay for itself. For those who wish to beat the traffic and spend more time enjoying life than sitting in a car, a helicopter can also provide great benefits.

Buying a helicopter needs careful attention. Selecting the size, capabilities, component times, maintenance, fuel, hanger, pilots & mechanics, insurance, and delivery are just some of the factors that need to be addressed to find the best deal. Purchase and ongoing budgets need careful consideration.

Buying a helicopter is not as simple as buying a vehicle! There are a lot of factors that need to be looked into to ensure the best deal for both the short and long term can be made and the helicopter does not become one of those ‘Worst decisions of my life’ scenarios.

Aircraft ownership is not cheap, but when done correctly can become a great experience and a valuable tool for the owner.

Things to Be Aware of Before Purchasing a Helicopter

If this is your first time looking to purchase a helicopter then there are a few things you need to be aware of:

Size of Helicopter

There are helicopters of every size to suit every kind of operation. The first thing you need to consider is how many passengers are needed to be flown. Are you looking to fly just yourself and maybe another person to the office and back? Are you looking to take the family away to the cottage for weekends? Are you looking to fly your team around to meetings or see customers at their properties?

The number of passengers to be flown will dictate the size of the helicopter.

The second part is if the helicopter will be flown by yourself, a single pilot, or two pilots as this will dictate seating capacity.

For Example:

Pilot + 3 passengers = 4 Seat Helicopter

Two pilots + 4 passengers = 6 Seat Helicopter

Pilot + 8 passengers = 9 Seat Helicopter

A 4 Seat Robinson R44 Raven II – A Very Popular Private Helicopter

Primary Use of the Helicopter

The main use of the helicopter needs to be considered as it will give an indication to the number of hours it will fly each year. Helicopters are based on hours flown and budgets are drawn up based on the number of projected hours flown per year to dictate the hourly running cost.

Typical annual hour budgets are 25 hours, 50 hours, 100 hours, 300 hours, and 500 hours flown each year. The more hours that are flown, the cheaper the hourly operating cost will be.

If a helicopter is estimated to be flown 30 minutes to the cottage and back, 3 weekends a month for 7 months of the year then an estimate of around 20-25 hours per year will be accurate. If however, the helicopter is being used to fly around the ranches of Texas on a daily basis then it could soon rack up 300-500 hours flown each year.

The Robinson R44 shown above has a manufacturer-estimated hourly operating rate of around $255 per hour based on 500 hours flown per year. The actual costs could be quite different depending on the age of the helicopter.

If that same aircraft is flown only 25 hours per year then you can see the hourly cost is going to increase 20x!

For an easy-to-follow breakdown of operating costs for the R44 from The Robinson Helicopter Company Click Here

Capabilities of the Helicopter

Helicopters can be a very basic vehicle to allow the pilot to fly in good weather during the day, up to very complex, day/night, all-weather capable machines. As you can imagine, the cost goes up the more capable the helicopter becomes.

If you are looking for a helicopter to be able to fly your team around from city to city, day and night, in all weather then a twin-engine, IFR (Instrument Flight Rules) capable helicopter with flight automation and two pilots is one of the safest options, but will be running into the thousands per hour running cost.

A Sikorsky S76 is a common corporate helicopter.

The Leonardo AW109 is a Very Popular 7-8 Seat Private/Corporate Twin, IFR-Capable Helicopter – Source: James

If a smaller, fast, twin-engine, IFR-capable helicopter is required to allow you to fly your family around in luxury then a helicopter like an Agusta/Leonardo A109 is a very popular option.

Again, the main use of the helicopter will dictate the capabilities which you require it to have.

Learn More…
Try These Articles:
* Buying a Helicopter? Which is the Best?
* Cost To Buy a Helicopter: 15 Most Popular Models

Fly or Be Flown

Are you a helicopter pilot, wish to become a helicopter or do you wish to employ pilot/s to fly the helicopter? Depending on the use of the aircraft the cost to pilot the aircraft will have to be considered in the initial budget.

If you are already a licensed helicopter pilot then the cost is zero or negligible to complete the initial training on the helicopter type.

If you are not a pilot but want to learn to be able to fly your family or for your business then a Helicopter Private Pilot Certificate will cost you around $20,000 to achieve. If you will be charging for your flying services then you will need a Commercial Helicopter Pilot Certificate which will cost a further $20,000-30,000.

If you wish to then fly under IFR or at night in remote areas an Instrument Rating is recommended to be completed. This can be incorporated into the Commercial Pilot Certificate or added to a Private Pilot Certificate.

If you wish to employ professional pilots to fly the helicopter then 1 to 2 pilots on an on-call basis or shift rotation can be an option. Depending on the experience of the pilot/s and the type of flying required you could be looking at $50,000-$150,000 per pilot each year, plus annual recurrent training costs.

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Hanger & Parking

Where do you plan to park or hanger the helicopter when it’s not being flown? Do you own property and plan to build a hanger? Does your city allow this or will you need planning permission with neighborhood consultation?

Does your local airport have hanger space that can be rented? Are the hangers tall enough to fit a helicopter? Airplane hangers may be too low to accommodate the height of a helicopter!

Where will you be flying the helicopter on a regular basis? Does that location have sufficient space to land and park a helicopter? Will you be landing at a heliport? What are the landing and parking fees?

Are you wanting to land at a larger international airport? Do they allow VFR (Visual Flight Rules) flights into that airport? This could be a problem if you are flying a helicopter like a Robinson R44 or a Bell 206 Jet Ranger.

These are things you will need to look into BEFORE buying a helicopter. The second thing that follows from this is fuel.

Fuel Location

Depending on the type of engine/s your helicopter has will dictate the type of fuel it burns.

Piston-Powered Helicopters Burn 100 LL AvGas
Turbine-Powered Helicopters Burn Jet A

If you are building a hanger at your property it could be very beneficial to put in a fuel bowser. If you are looking to house your helicopter at a local airport you will need to make sure they have facilities to provide fuel of the correct type.

Fuel bowsers and fuel trucks at smaller airports may only supply AvGas and if you are planning to buy a turbine-powered helicopter you may not be able to get fuel there!

If the airport has only a stationary fuel station or bowser and not a refueling truck, you will have to fly to and from the fuel cache each time you get fuel. This will add ‘Start Cycles’ to the helicopter engine which could mean a shorter life before it requires overhaul.

Compare this to having a hanger where you can push the helicopter out and call the fuel truck over to you. This requires zero extra engine start cycles.

If you have to fly to a separate location to get fuel then this will need to be accounted for in both your time and budget. Flying to a nearby airport to get fuel before starting the journey or at the end of the journey can easily add 30 mintues. This may become an important factor especially when darkness is approaching or early take-offs are required.

Maintenance

Helicopters require maintenance often! A daily visual inspection before the flight and then more in-depth inspections depending on the helicopter type. These can be just an annual inspection and/or could be based on hours flown, eg 150-Hour Inspection, 300-Hour Inspection, and so on.

Planned maintenance, unscheduled maintenance, repairs, and troubleshooting will have to be taken into account, and finding a good mechanic or maintenance facility will be required.

Large, twin-engined helicopters are usually under a maintenance contract, whereas a small, private helicopter can have basic maintenance completed by the owner and then scheduled and more in-depth maintenance completed by a licensed aircraft mechanic.

Finding a good maintenance company/person to look after the helicopter can save a huge amount on costs, time, and stress!

Learn More…
Try These Articles:
* Learning To Fly Helicopters – Is it really that hard?
* How Much Does it Cost to Become a Helicopter Pilot?

Budget for the Helicopter

Now you have a few factors to look into the budget will need to be prepared. The options of purchasing new Vs used are a major decision and just like buying a vehicle, the conditions may favor a certain option.

Once the helicopter type has been selected, the ongoing annual costs, fuel costs, insurance, hanger rental, parking fees, and any employee wages need to be included.

Used helicopters can be purchased from as little as $50,000 dollars up to several million. New helicopters start around $200,000 and go up to tens of millions.

If purchasing is looking like it will be over your budget a very popular option is to lease, part-own, or rent a helicopter as needed:

Lease a Helicopter – Pay for a set amount of hours to fly each year – This can include a pilot or not
Part Ownership – Buying into a share of a helicopter could be an option, but availability may be an issue
Rent a Helicopter – Renting from a school at which you trained could be an option for doing a few flights per month

Leases and aircraft rentals can be had for under $1000/hour for smaller helicopters.

By far my biggest recommendation when looking to buy/lease a helicopter is to employ the services of an experienced helicopter broker. Their knowledge and experience will be money well spent! This would be EXACTLY what I would do.

If you are looking to rent a helicopter, then speak to the local helicopter companies/flight schools and see what their conditions are.

Helicopters Current Location

Amazing deals can be found on helicopters but they may not even be in the same country, let alone the same continent. Helicopters are brought and shipped across the world a lot more than you would think!

Equipment fitted in a helicopter in another country may not be approved in your country, or it may be missing equipment that is required. This does increase costs before it can be deemed and certified as airworthy in your country, but the benefits may still be worth the effort.

Another thing to be aware of is getting the aircraft from them to you. Is it close enough that it can be flown? Does it need to be packed into a shipping container? What is the documentation required to get it to you? These are things to consider.

If it’s going to be flown, who is going to fly it? Do you need to employ an experienced pilot to ferry it or accompany you to fly it?

Robinson Helicopters for example has strict minimum pilot requirements to be able to fly a new or overhauled aircraft from its factory – They don’t care if you have just spent close to a million dollars on an R66, your safety is their number one priority. For more information on Robinsons Ferry Pilot minimums Click Here.

Another reason why a seasoned helicopter broker experienced in international helicopter purchases is a must!

Pre-Purchase Inspection

Before any contract is signed and any money has been exchanged a thorough Pre-Purchase Inspection of the helicopter must be carried out. Finding a seasoned helicopter inspector or mechanic that has tremendous experience in the exact model of the helicopter is paramount!

There are a lot of components on a helicopter and the physical integrity of them is one thing, but a thorough inspection of the maintenance records and aircraft history is required to ensure that all the life-limited components are accurate to their paperwork.

A seller falsifying records to get a deal could end up costing you hundreds of thousands of dollars or an accident if component times are falsified.

Finding the right person to carry out this inspection is probably more important than the purchase of the helicopter itself! Bear in mind if the helicopter is in another country this person may need to be persuaded very healthily to travel and take a look.

You may find the aircraft you think is a great deal, is actually a can of worms waiting to be opened by the next owner!

Documentation

Helicopters come with ALOT of documentation! Aircraft Registration, Radio License, Certificate of Airworthiness, Hull Insurance, Liability Insurance, Aircraft Logbooks, Component Records, Maintenance Records, Pilot Certificates, Medical Certificates, the list goes on!

If this is your first time looking to buy an aircraft, let alone a helicopter finding someone to help you through the documentation alone is a must. Helicopters require a lot of documentation to be inspected and maintained or you could find the FAA breathing down your neck with very serious consequences for non-compliance.

You may see a pattern here, but a broker…..

Using a Broker To Purchase a Helicopter

I know you have now read that the use of a dedicated helicopter broker is paramount to ensure the success of your first helicopter purchase and as you begin to research more into your acquisition you will start to come across other helicopter owners. Ask them if they used a broker and if they can recommend one.

Treat finding a broker like you would finding a contractor to build your home. A personal connection is a must but the abilities and experience of the broker are very important.

Learn More…
Try These Articles:
* How Much Does It Cost to Rent a Helicopter?
* Pilot Medical Exam – What You Need To Pass Each Class?

Why Do Some Airplanes Turn Immediately After Takeoff?

If you have ever sat in the airport terminal and closely watched the airplanes taking off you may have noticed that some of them start turning not long after taking off. Some airports seem to have the planes always turning, while others seem to let them fly straight ahead as they climb. There must be a reason why some turn and some don’t!

Airplanes may begin turning immediately after takeoff to reduce noise over urban areas, to avoid high terrain and storm cells, at the request of air traffic control, or to turn & get established on course as soon as possible. Most busy airports will have departure routes to help with traffic flow.

Now that we know there is some logic to why some planes turn and some don’t let’s have a look at why each of these factors requires turning the aircraft so soon.

Reasons Why Airplanes Turn Immediately After Takeoff

Airport Departure Procedures

At most large airports there will be multiple departure procedures published for each runway. These procedures allow quick communication between air traffic control (ATC) and the pilot to ensure both understand exactly where the aircraft will go.

These departure procedures – Known as SIDs (Standard Instrument Departures) are a written and pictorial diagram of headings, altitudes, and waypoints the airplanes need to adhere to when assigned a SID to follow by ATC.

SIDs also give the pilot/s pertinent information regarding local procedures to ensure flight safety. This SID below is the CONNR5 Departure Procedure. At large airports, there could be dozens of SIDs depending on the runway/s in use and the direction the flight needs to transit.

Upon contact with ATC, the pilot/s will be informed they need to fly the CONNR5 Departure as published. Any alterations to the published SID can be overridden by ATC and the pilot will be informed of any new alteration to which they must fly.

Obstacle Clearance

The SID above is one of many for the Denver International Airport (KDEN) in Colorado. When taking off from any of the North facing runways the pilots must turn the aircraft to the left while climbing and head towards the YOBUB waypoint.

When taking off from any of the South facing runways the pilots must turn the aircraft to the right while climbing and head towards the GOROC waypoint.

This is to ensure obstacle clearance from the surrounding Rocky Mountains! The blue underlined numbers are the minimum altitude the aircraft must be at when crossing that point. YORVT for example needs the aircraft to cross it no lower than 8,000 feet.

When the line is above the blue number, that is the maximum altitude an aircraft can be when crossing that waypoint.

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Noise Abatement

In recent decades the pressure upon airports to reduce the noise of aircraft coming into and departing from has been steadily increasing. As more and more subdivisions get built in the surrounding area, the more an airport has to control its noise pollution – Stupid I know! The airport was there first and the home buyers are mad at the noise!!

One of the ways the airport can help to minimize the noise is to get the airplanes to turn away from the populated areas soon after liftoff. This can be done using a SID or ATC can issue a heading to fly after takeoff for which the pilots follow.

Even just a slight heading change to prevent the airplane from flying directly over the houses can dramatically reduce the amount of noise heard at ground level.

To Find Out How Pilots Further Reduce Noise After Takeoff See This Article:

This Is Why Pilots Reduce Thrust After Takeoff?

Traffic Avoidance

At some of the larger international airports planes can be landing and taking off side by side using parallel runways. Two aircraft can be cleared to take off at the same time from parallel runways and each aircraft will be required to turn left or right a few degrees once airborne to establish flight paths away from each other.

Here is the pilot’s Airport Diagram for Dallas-Fort Worth International Airport (KDFW). You can easily see the two pairs of parallel runways closest to the terminal. One example would be the outside runways will be used for landing airplanes and the two innermost runways for airplanes taking off.

Operational factors will dictate how often ATC will use the parallel runways at the same time, but it’s easy to see that changing the heading of each airplane away from one another after takeoff will set them on diverging paths.

Weather

When large thunderstorm cells build in the vicinity of an airport, ATC will be working hard to direct pilots to fly their airplanes around the cell with plenty of distance to prevent turbulent rides for the passengers. As airplanes take off from an airport with a cell in its departure path, ATC will give the pilots headings to fly (Vectors) to bypass the cell and get them on their journey with as little disruption as possible.

ATC will vector aircraft for as long as possible until it becomes necessary to halt all departing traffic until they can safely resume departures again. You may have experienced this, especially in the hot, humid summer months.

If you see a large, dark storm cell approaching your airport be prepared for some delays!

Air Traffic Control

When operational factors require, ATC can issue pilots to alter the course of their airplane for various reasons. The weather just mentioned other air traffic, birds, or aircraft spacing are the usual culprits for getting an aircraft to start turning immediately after takeoff.

Most airports will try and get the planes to climb as high as they can, as fast as they can to help with noise but there are times when ATC needs to intervene and keep their airspace flowing efficiently.

Why Do Planes Turn Before Landing?

Airplanes will turn before landing to line up with the runway. Turning can be done close to the runway by small aircraft or miles away for large commercial airplanes while being vectored by air traffic control (ATC). ATC will aim to get planes to intercept the final approach course around 30°.

Depending on the size of the airport, it will dictate how close to the airport you will see planes turning before they land.

At smaller, less busy airports, you may see smaller aircraft turning onto final approach fairly close to the end of the runway as the pilots will be manually flying the plane to allow for a quicker landing. Flying a full instrument approach takes a lot longer compared to when the pilots can see the runway and just hand-fly the landing.

When larger, commerical airliners are flying into an airport they will all be getting vectored (Steered) by ATC to line up with the runway heading to allow the aircraft automation to ‘Intercept’ and ‘Couple’ to the Instrument Landing System and automatically fly the approach to land.

If you ever get to see the radar screen of an approach controller they will be bringing in all the aircraft for landing by vectoring them to a particular waypoint several miles away from the start of the runway. By doing this, they can separate each airplane and ensure each plane is lined up for the correct runway – especially important when landing using parallel runways!

Screenshot of KATL Radar from FlightRadar24

To see how ATC does this, CLICK HERE and zoom in to see live radar from Atlanta Hartsfield-Jackson International Airport (KATL). This is one of the busiest airports in the U.S. and regularly uses parallel runways for both landing and takeoff.

To Finish

When you see airplanes turning immediately after takeoff it is either being done to increase efficiency and get planes heading in the right direction faster or to ensure safety is maintained whether it be placing distance between aircraft, aircraft, and terrain, or aircraft and weather.

Most airplanes will take off straight ahead and fly the runway heading for a few miles before turning as per the SID or ATC vectors. Next time you are sitting in the terminal, see if you can see any aircraft turning straight away and then see if you can find the reason why!

How Much Fuel Do Airplanes Carry? (With 15 Examples)

We have all sat in the airport terminal watching the fuel truck pull up to the airplane and begin refueling. I know I have always wondered just how much fuel our planes hold. It’s got to be a lot, especially when flying over the Atlantic or Pacific Oceans!

The world’s largest commercial airplane the Antanov AN-225 can carry over 98,000Gal/375,000 liters of fuel compared to a Beechcraft 1900D commuter airplane which carries 665Gal/2,520 liters. Aircraft must carry enough fuel to taxi, climb, cruise, descent, and multiple reserves.

There is a lot more to just “Fillin’ her up!” when it comes to airplane fuel. Fuel not only costs a lot but also weighs a lot and the heavier the aircraft is the more fuel is burned to lift that weight into the air.

To find out more about exactly how much fuel airplanes carry read on…

Typical Airplane Fuel Capacities

Here are some of the world’s most popular commercial aircraft and their maximum fuel capacity. Not all of these aircraft will be able to run with full fuel and maximum cargo. Fuel is the variable that pilots can use to keep the aircraft under its maximum gross takeoff weight:

Aircraft	Fuel Capacity US Gallons	Fuel Capacity Liters	Fuel Weight Kg	Fuel Weight lbs.
Antanov AN-225	98,656	375,000	300,000	661,400
Airbus A380	85,472	323,546	253,983	559,937
Boeing 747-8	63,034	238,610	190,888	422,327
Boeing 777-200LR	47,890	181,283	145,538	320,863
Airbus A350-1000	41,948	158,791	124,651	274,808
Boeing 787-10 ‘Dreamliner’	33,384	126,372	101,456	223,673
BAC Concorde	31,483	119,600	95,680	210,940
Airbus A320	7,190	27,200	21,760	48,173
Boeing 737 Max	6,853	25,940	20,752	45,915
Airbus A300 ‘Beluga’	6,303	23,860	19,088	42,230
Dassault Falcon 6X	5,042	19,156	15,325	33,786
Gulfstream G500	4,514	17,151	13,721	30,250
Embraer CRJ1000	2,902	7,057	8,822	19,450
Bombardier Q400	1,724	6,526	5,220	11,550
Cessna Citation V	861	3,272	2,618	5,771
Beechcraft 1900D	665	2,527	2,022	4,458

All Links In This Table To Wikipedia.com

Types of Airplane Fuel Requirements

Fuel must be calculated for every flight by either the pilot or a flight planner employed by the airline or aviation company. There are many variables that need to be taken into account by the planner.

These variables can include:

Prevailing Wind
Thunderstorms
Adverse Weather
Known Airport Delays
Predicted Airport Delays
Airspace Restrictions
Aircraft Performance
Air Temperature
Routing Altitude
and many more…

To accommodate for all of these variables airlines have a good idea of how much fuel is used on a particular routing based on their huge data collection of previous flights and experience. To ensure the airplane lands at its destination with lots of fuel to spare there are several types of fuel loads that need to be added to a commercial flight.

The longer the flight’s duration and the more remote the destination, the more of these fuel loads need to be included before the flight departs:

Taxi Fuel

This is the fuel used before the airplane takes off. It comprises of starting and running the APU (Auxillary Power Unit – Used for the aircraft interior lights, HVAC, and other systems during boarding), starting the engines, and taxiing to the runway. For airports with long taxi routes, this can add soon add up.

A Boeing 747 can use anywhere from 1000-1500Kg of jet fuel taxiing around a large airport!

Trip Fuel

This is the fuel calculated from takeoff to touchdown and is based on the route, weather, weight, and performance of the aircraft. Basically, this is what SHOULD be burned from wheels up to touch down. If the planners have done their calculations right the calculated should match the actual!

A Boeing 777 can burn around 14,500 lb of fuel every hour!

During the flight, the pilots are constantly monitoring the flight fuel burn to ensure these numbers stay as closely matched as possible, at least until unforeseen delays get imposed on them by air traffic control!

Contingency Fuel

Those delays caused by forecasted wind direction changes, differing route altitudes, diversion due to large storm cells, or a temporary airport closure, plus a plethora of other reasons can all mean that airplanes begin to get delayed while in the air. To help overcome a situation where an aircraft could begin to get low on fuel an additional amount of fuel is added.

This contingency fuel is recommended to be 5% of the Trip Fuel or 5 minutes of fuel used in a holding pattern over the destination airport at 1,500ft. Depending on the airline, the country the aircraft is flying to, or the pilot, the exact amount in the contingency fuel load can vary.

The main thing to note is that it is there to absorb the unforeseen delays to the planned flight.

Diversion Fuel

If the weather over an airport becomes too poor for the airplane to land, the airport closes, or there is an incident at the destination airport, airplanes can be re-routed to an alternate airport by air traffic control. Each flight is planned to have an alternate airport just in case.

This extra fuel must be enough to climb out from the destination airport, fly the route to the alternate airport, fly the approach, and land. Depending on the location of the alternate airport the diversion could be a matter of an additional 20 minutes or it could be hours if the original destination was an airport on an island in the middle of the ocean.

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Final Reserve Fuel

The last resort to keeping the aircraft in the air! This fuel load is planned to be there but never be used, only just in a dire emergency. This fuel should be based on 30 minutes of fuel used in a holding pattern over the destination airport.

For any pilot that does use this fuel an investigation usually follows, not only by the airline but by the FAA too.

Ballast Fuel

Some aircraft, especially those used for cargo flights may need to use fuel as ballast to balance the aircraft during flight. This fuel is not to be used for flight, but to be maintained in certain fuel tanks to help keep the aircraft within in center of gravity limits.

How Much Does it Cost to Fuel an Airplane?

Fueling an aircraft is not cheap. Even a small airplane with a 30 gallon fuel tank can cost from $140 to $150 depending on the fuel type. Very large airplanes like the Airbus A380 or Antanov An-225 will cost over $400,000 to fill to capacity.

Even a Cessna 182 will cost around $325 to fill

To give you some idea of the cost to fill some of the world’s most popular commercial airplanes see the table below:

Aircraft	Fuel Capacity US Gallons	Fuel Capacity Liters	Fuel Cost USD	Fuel Cost Euro
Antanov AN-225	98,656	375,000	$461,710	€410,921
Airbus A380	85,472	323,546	$400,008	€344,006
Boeing 747-8	63,034	238,610	$294,999	€253,699
Boeing 777-200LR	47,890	181,283	$224,125	€192,747
Airbus A350-1000	41,948	158,791	$196,316	€168,831
Boeing 787-10 ‘Dreamliner’	33,384	126,372	$156,237	€134,363
BAC Concorde	31,483	119,600	$147,340	€126,712
Airbus A320	7,190	27,200	$33,649	€28,938
Boeing 737 Max	6,853	25,940	$32,072	€27,581
Airbus A300 ‘Beluga’	6,303	23,860	$29,498	€25,368
Dassault Falcon 6X	5,042	19,156	$23,596	€20,292
Gulfstream G500	4,514	17,151	$21,125	€18,167
Embraer CRJ1000	2,902	7,057	$13,581	€11,679
Bombardier Q400	1,724	6,526	$8,068	€6,938
Cessna Citation V	861	3,272	$4,029	€3,464
Beechcraft 1900D	665	2,527	$3,112	€2,676

Prices Based on Jet A @ $4.86/Gal and $1USD = 0.86EUR

Fuel is one of the biggest single costs that airlines face every year. The rise and fall of oil prices do end up with the consumer in the cost of their ticket, albeit several months later. Large airlines spend billions of dollars every year just on fuel alone so the cheaper they can purchase it, and the more efficiently they can use it, the more profit they will make.

Because of this, airlines use several tactics to try and get their fuel as cheaply as possible. They can work deals with the fuel supplier to block-purchase fuel at a set price. This gamble can work if the fuel price goes up, but if it goes down they could have saved more.

They can bid on the most fuel-efficient routings to save every gallon they can during flights.

They can even insist their pilot’s taxi only on one engine to save fuel!

All of these tactics can add up and over the year the cost savings can be large for the airline. I know if I had to pay the bill to fill these planes I would be looking to save money at every possible opportunity!

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