Are You Wanting To Become a Pilot?
Find Out How to Save Hundreds to Thousands of Dollars When it Comes to Your Flight Training!

Recent Posts

Do Flight Schools Drug Test Students & Instructors?

Written by Rick James in Medical,Training

You are thinking of becoming a pilot, but you have heard that flight schools drug test their students. Does this include just current usage, past usage, illegal drugs, legal drugs, and prescription drugs? So many questions and each with different answers and possible consequences too.

Most flight schools do not drug test their students or instructors. Flight schools can have their own drug & alcohol testing policy under which, training or employment termination can ensue from refusal or a positive test result. Medical examiners do not test for drugs during urine analysis.

For those of you about to embark on flight training but have questions as to whether or not a flight school can test you for past or current drug use, this can be a nervous time. With many people on prescription drugs, and also the increasing legality of Marijuana in use where does a student pilot find out what can and cannot be consumed before or during flight school? This article aims to help you find those answers before you head off to flight school.

Do Flight Schools Drug Test Students?

In general, most flight schools do not drug test their student pilots. Larger flight schools and university programs can have a mandatory random drug & alcohol test program that applies to staff and students. Students involved in an aircraft accident or incident will be tested as soon as possible.

The majority of flight schools are a business and it’s the students that bring in the money. It is very rare for a flight school to drug test their customers, but rather rely on them to be sensible during their time training and time outside of the cockpit.

The FAA states that any person who manipulates the controls of an aircraft must be fit to do so. This includes any substance which can inhibit or degrade performing this task.

Those substances can be, but not limited to:

  • Illicit Drugs and Mood Altering Substances
  • Legal or Illegal Drugs
  • Prescription Medication

Basically, anything consumed by the student that affects their ability to safely conduct a flight in an aircraft is what the flight school will be looking at. Any student deemed to be unfit for flight can be refused training, sent home, or removed from the training program at the discretion of the flight school management.

The larger flight schools, university & college programs, and schools associated with an airline are most likely to have a drug & alcohol policy that all students must adhere to. This will usually include a urine and/or saliva test upon program acceptance and random screening throughout the training. Students who refuse or fail a drug screening may be subject to termination from the flight training program.

For student pilots which this may concern, it is advisable to contact the flight school or look on their website to enquire whether that school has and conducts a drug & alcohol screening policy.

Here is an example of a Flight Schools Drug & Alcohol Testing Policy:

Click To See Example

If you are unsure about what substances you are allowed to consume, see this list of FAA Approved Medications:
Medications Approved by the FAA – Pilot Medical Solutions Inc.

Join My Newsletter & Get Great Tips, Information and Experiences To Help You Become a Superb Pilot!

* indicates required
Your Interest: *

Do Flight Schools Drug Test Instructors?

Flight schools are not mandated by the FAA to conduct drug & alcohol testing of their employees. Many schools do implement a testing policy following guidelines of FAA Part 120 as it allows them to have lower insurance and workers’ compensation premiums while keeping safety to a high standard.

If you were learning to fly I bet you would feel much safer knowing that the person sitting next to you is fit to fly! While most flight instructors I’ve ever met have never made me question, there are times when I have met some of the ‘Old School’ instructors that I could not tell if they were fit to fly!

Learn More…
Try These Articles:
* Flight School Requirements – Are There Any For Joining?
* Can Pilots Have Tattoos, Piercings, or Beards? It Depends!
* Pilot Medical Exam – What You Need To Pass Each Class

The FAA has created Part 120 in their FAR’s (Federal Aviation Regulations) that gives guidance on its recommended drug and alcohol policy that operators must follow, however, flight instruction falls into a gray area. This basically leaves it up to the individual flight school to decide if they implement a testing policy.

Most of the flight schools I have been associated with or know have no policy, yet I also know of several of the larger flight schools that do have a policy. So again, it all comes down to the individual flight school. 

For the flight schools that do have a drug and alcohol test policy they will usually follow closely to the FAA’s recommendations of Part 120 which involves a screening during the initial hiring process, random screens of its employees, screening requested if an employee gives cause for concern, and as soon as practicable following an aircraft incident or accident.

Failure to Provide a Test or Refusal of a Test Could be Grounds for Disciplinary Action Leading to a Termination of the Position.

If flight instruction is something you wish to go into and have partaken in substances not approved by the FAA, the best course of action is to stop and allow enough time for the substances to leave your body before embarking on your journey. Getting to a point to become a flying instructor is an expensive path and no drug or bottle of alcohol is worth that amount of money!

Some of you may be wondering that with some substances now being legalized in various states, the question then becomes ‘Can fly in that state while consuming them?’. The answer to that is ‘No’ because the FAA is a Federal Agency, Federal laws overrule State laws, therefore the FAA’s policy on drugs and alcohol governs no matter where you instruct in the U.S.

If a person is fired for refusing to take a drug test, it can be virtually impossible for him or her to collect unemployment benefits.

Do Student Pilots or Pilots Get Drug Tested During Medical Examinations?

Aviation medical examiners do not conduct drug & alcohol tests during examinations unless they have due cause. A urine sample tested during the examination is to test for diabetes & kidney-related issues. A declaration on the application gives the opportunity to disclose any drug or alcohol consumption.

No matter if you are a student, pilot, or an instructor, to be able to hold those positions you need to be in possession of the appropriate class of airmen’s medical certificate. Each time you visit an Aviation Medical Examiner (AME) to apply for your initial medical or to renew a medical certificate you must fill out an application form known as FAA 8500-8.

On that form there are two sections where you have the opportunity to disclose any drug or alcohol consumption:

  1. Section 17a. – Do You Currently Use Any Medication (Prescription or Nonprescription)?
  2. Section 18 n,o, v – Substance or Alcohol Dependence or Abuse & DUI Convictions

The main points to note about this form are located right at the bottom. Section 20 is for the applicant to sign the form declaring all the information is true and correct. The box in the far left bottom corner is the information regarding the implications of providing false information on this form.

You can find a copy of the Form 8500-8 by Clicking Here

If the student is on a solo flight or a certified pilot is involved in an accident, the FAA can look at their declaration on this form and if they are found to have levels of drugs or alcohol in their system above the approved limits, the FAA can prosecute the student/pilot with fines up to $250,000 and/or imprisonment for up to 5 years – Serious Stuff.

For more information check out 14CFR Part 67.403 – Falsifying Information on a Medical Application Form

What Happens If a Student Pilot Fails a Drug or Alcohol Test?

If a student pilot fails a drug or alcohol test it will be up to the individual school to decide what action will be taken. Some schools may offer a one-time discretionary waiver with a corrective course or program to be followed, while other flight schools may immediately terminate the training.

If a flight school has a drug & alcohol policy in place the student will most likely acknowledge and sign a form during enrolment onto the program. Some schools take this matter very seriously and will instantly terminate a student with a failed test. Usually, if a drug or alcohol test at the school is failed, the student will be removed from flying privileges and taken to a testing center where a more thorough test can be completed. The results from this test will usually dictate the course of action.

False positives do happen and consultation with the testing personnel, school management, and the student will need to take place to find a solution, usually retaking the test is the most common scenario.

If a student is terminated from a flight training program due to drugs and/or alcohol the school may also inform the FAA and local law enforcement. Not only will this termination pretty much end their flying career, but could also lead to criminal preceding’s if the FAA or law enforcement find grounds to prosecute them.

To Finish

If you plan on becoming a pilot the best course of action is to not partake in the consumption of drugs, legal or illegal. Limit your alcohol consumption during time off and always be aware of the effects of any medication you take.

Being able to safely perform the duties of a pilot is a serious responsibility and flying can be challenging at times and every pilot needs to be on their game at all times. The safety of not only yourself, but the passengers you carry and the people over which you fly rely on you being safe. Any substance that inhibits you from performing your duties as a pilot needs to be given serious attention.

The bottom line is that if you wish to be a pilot, quit the drugs and be sensible with alcohol consumption. The FAA’s ruling on 8 hours “Bottle to Throttle’  (14 CFR Part 91.17) applies for just one unit of alcohol. The more units of alcohol that are consumed the longer this period needs to become.

Failure to do so can result not only in loss of life, but other consequences that can affect you and your family for the rest of your life – DUI’s especially!

Leave the drugs alone or don’t fly, it’s that simple. If you are on medication take some time off from flying. Staying safe is the best way to ensure you have a long and enjoyable flying career.

Learning To Fly: Full-Time Vs Part-Time Training

Written by Rick James in Airplanes,Careers,Helicopters,Training

Learning to fly is a serious commitment in both money and time and learning to fly while still working may be the only option for some students, so can it be done? Surely not everyone who learns to fly has to commit to a full-time training program?

Learning to fly can be completed either part-time or full-time. Some professional pilot & degree programs require full-time study, while most pilot certificates can be obtained part-time. Training part-time will take longer & cost more as proficiency takes longer to develop with gaps between lessons.

When I was learning to fly I completed both part-time and full-time training and later, many of my students trained with a mix of both so I have the perfect insider knowledge and experience to answer this for you. The main thing you have to understand is that it is down to your own personal circumstances and the type of pilot certificate you wish to obtain.

Some flight training must be completed full-time and other training can be completed part-time so to learn more, please read on!

Can You Go To Flight School and Work Full-Time?

Some professional pilot programs & aviation degrees require full-time commitment due to the time it takes to complete. A mix of flight training & academic study covers a vast amount of material & proficiency, which can take from 1 to 4 years to complete. Part-time is impractical for these programs.

For most pilots that wish to gain a Sport, Recreational, or Private Pilot certificate the option to train part-time is the most common method. For those pilots who wish to become a professional pilot, 95% of the students I’ve trained will move into full-time training once they begin commercial pilot training, if not before.

Many students are not sure if a career in aviation is exactly what they need, so many will complete their Private Pilot Certificate during evenings, weekends, and vacation time from their full-time job. This is exactly how I began flying. My full-time employment paid for my training until I knew this was something I want to do full-time, then I made plans to leave my current job and enroll full-time into flight school beginning with the Commercial Pilot Certificate.

Training while working allows you the flexibility to stay financially stable but will require lots of study at home and sacrificing spare time to fly every chance you get.

Source: Ilya Haykinson

Creating a dedicated space away from the distractions of home life and family is paramount to ensure enough, undisturbed time can be allocated to study. The amount of knowledge to be consumed, especially for the commercial certificate is monumental, and trying to do this while sitting at the kitchen table very rarely works.

By far the biggest factor in learning to fly while working full-time is that it takes significantly longer to gain your pilot certificate due to the limited amount of hours you can fly each week or month. The other element to take into account is the weather. Depending on where you live/train, the weather can easily set you back weeks if it is not cooperating when you work full-time

When I was undertaking my Private Pilot Certificate I needed good weather to allow me to complete my solo cross-country flight. It took me several weeks for the weather to be above the minimum limitations set by my school and luckily my employer was very accommodating in allowing me to leave work at a moment’s notice when the weather looked good.

Other students may not have this luxury and waiting until the right weekend weather is there can be frustrating.

Most flight schools allow the flexibility for the student to choose how often they train, but some schools may have mandatory syllabuses because of classroom-based instruction. During the flight school selection, you will have to enquire about any mandatory attendance requirements.

For students enrolled in a complete professional pilot program or a degree in aviation with flight training as part of the syllabus, then only full-time attendance is mandatory. The number of hours to be flown and the amount of knowledge to gain can be too much for a student to accomplish while working full-time.

Learn More…
Try These Articles:
* Do Flight Schools Drug Test Students & Instructors?
* U.S. Flight Training Visas: Your Easy, Helpful Guide!
* Flight School Requirements – Are There Any For Joining?
* Flight School Reputation – Does It Matter Where You Train?

How Many Days a Week is Flight School?

Full-time flight students usually aim to fly 1-2 times each day & part-time students 1-2 times per week. Larger flight schools allow a student to train every day but smaller flight schools with limited aircraft & instructor availability may limit students to only weekdays or a few days per week.

Flight school is a tiring and challenging journey and most students that are on a shorter program like a Private Pilot Certificate may train seven days a week for 4-6 weeks. Even pilots on a larger, professional pilot program may fly 7 days a week, but I can tell you that from experience most pilots who start like this burnout. When a flight school allows for 7 days a week training I find most students will train for 5-6 days per week and have some downtime.

Not only is the flight training mentally and physically challenging but the student also needs time to dedicate to the theory/ground school portion of the training to be able to pass the written knowledge exams and the ground examination during stage checks and the certificate check rides (Flight Test).

Join My Newsletter & Get Great Tips, Information and Experiences To Help You Become a Superb Pilot!

* indicates required
Your Interest: *

On the longer programs, most students will usually have one flight lesson and one ground lesson each day. This seems to be the perfect balance to allow all the material to be absorbed and allows for regular flying to keep their skills progressing.

Here is a typical example of calculating roughly how long it would take a student to complete a Private Pilot Certificate:

Flying 5 Days Per Week:

1.5 Hour Flight Every Morning &
1.5 Hour Flight Every Afternoon

= 3 Hours Per Day x 5 Days Per Week
= 15 Hours Per Week

Student Average Totals to Complete PPL:
50 Hours ÷ 15 Hours = 3.5 Weeks To Complete
80 Hours ÷ 15 Hours = 5.5 Weeks To Complete

Flying 7 Days Per Week:

1.5 Hour Flight Every Morning &
1.5 Hour Flight Every Afternoon

= 3 Hours Per Day x 7 Days Per Week
= 21 Hours Per Week

Student Average Totals to Complete PPL:
50 Hours ÷ 21 Hours = 2.5 Weeks To Complete
80 Hours ÷ 15 Hours = 3.5 Weeks To Complete

If you wish to know how even more about how long it takes to complete a pilot training program then please check out my article covering that aspect below. It is written for a helicopter student, but the hours for an airplane are very similar and will give you an idea of the timescale for all the pilot certificates:

How Long Does it Take to Become a Pilot?

Is Full-Time Flight Training Better Than Part-Time?

Full-time flight training is better than part-time training as it allows the student to progress faster through the training, and develop muscle memory for controlling the aircraft & immersive environments improve studying. Long breaks between flights take longer to develop the skills required for flight.

Not every student is able to learn to fly in a full-time capacity even if they wish to do so. I know I wasn’t. Personal circumstances will dictate whether that student can dedicate the time required to gain their pilot certificate and the more in-depth the training, the more benefits there are to learning to fly full-time.

There are Both Pros and Cons to Learning to Fly Full-Time:

Pro’s

  • Flight training can be completed in weeks
  • Skills develop faster allowing for less ‘Recap’ when in the air
  • Familiarity develops muscle memory faster
  • Fewer costs associated with accommodation & expenses if training away from home
  • Closer bond development between student & instructor
  • Reduced time to complete a program due to faster progression
  • Immersive school environments help knowledge absorption
  • Increased access to instructors & students for answers to questions
  • Chance to fly with other instructors to help overcome plateaus
  • Weather delays are not as detrimental compared to a part-time student
  • Preferred training slots available to full-time students

Con’s

  • May have to quit full-time employment for a large training program
  • A possible large financial budget is required to be sourced
  • The budget may not allow for large monthly expenses
  • Risk of running out of finance if not budgeted correctly
  • Time may not allow all the training to be completed in the allotted time frame
  • Expenses & accommodation are required on top of training costs if away from home
  • Aircraft & instructor availability may become an issue at small or busy schools
  • Hard work requiring dedication & sacrifice
  • Lots to learn both in flight and knowledge
  • Rest time must be incorporated into training
  • Risk of ‘Burn Out’ if training too much
  • Wait times for exams and check rides need to be addressed early

My personal recommendation is to fly as often as you can. The more regularly you train, the faster and more efficient your training will be, which will lead to a lower cost to complete your flight training.

Flight Schools Have Pros & Cons Too

It took me 2.5 years to complete my Private Pilot Certificate as I was only able to fly one hour every two weeks. At that time that was the only way I could learn to fly. Because of this, it took me close to 70 hours to finish my training.

For my students who flew full time, most completed the same training in around 5-6 weeks, requiring around 50-60 hours of flight time on average. At that time, an hour in a Robinson R22 helicopter with an instructor was $240. This increased timescale cost me between $2,400 – $4,800 just because the first 1/4 of most of my lessons were spent ‘Re-capping’ what we had flown on the last flight.

Full-Time Flying Allows For Faster, More Efficient & Cheaper Training

In addition to the article mentioned above about how long it takes to complete flight training, it is important to know roughly how much it’s going to cost. To help you, I have written a full breakdown of all the pilot certificates for both airplanes and helicopters which will really help you budget for your training. You can find that article here:

Cost To Become a Pilot – All the Certificates Explained

Can You Learn To Fly Just On Weekends?

Many pilots first learn to fly just on weekends. A typical student taking 50 hours to gain their Private Pilot Certificate will take around 9 weeks to complete if flying twice each weekend day. Becoming a professional pilot usually requires full-time training due to the number of hours to be flown.

Depending on the type of interest you have in aviation will dictate how you learn to fly. For pilots who wish to purchase their own aircraft or fly for recreational purposes, most will train only at weekends as this is the only time they have free. This was true for me. Hour building at weekends is great fun and an easy way to fly regularly.

Here is an example of how long it would take an average student to complete a Private Pilot Certificate flying only on weekends:

Flying Saturday & Sunday Only:

1.5 Hour Flight Every Morning &
1.5 Hour Flight Every Afternoon

= 3 Hours Per Day x 2 Days Per Week
= 6 Hours Per Week

Flying Saturday Only:

1.5 Hour Flight Every Saturday

= 1.5 Hours Per Week

Typical Student Average Totals:
50 Hours ÷ 6 Hours = 8.5 Weeks To Complete
80 Hours ÷ 6 Hours = 13.5 Weeks To Complete

Typical Student Average Totals:
50 Hours ÷ 1.5 Hours = 33 Weeks To Complete
80 Hours ÷ 1.5 Hours = 53 Weeks To Complete

The More You Can Fly on Weekends, the Faster and Cheaper Your Training Will Be

When a student wishes to fly more for a career, at some point they will usually commit to flight training and join a full-time program. The number of hours to be flown in a Commercial Pilot Certificate can easily be done just on weekends but can take many years to amass. For some pilots, this is fine and may be their only option as they have to work to pay for their training. For those wishing to progress much faster, then full-time training is usually the way forward.

It took me 2.5 years to gain my helicopter private pilot certificate and then a further year flying at weekends while hour building before I moved to the U.S. to complete the rest of my commercial and instructor certificates, so flying at weekends is an option – It just takes longer and progression is slower due to the gaps between lessons.

To Finish

Learning to fly can easily be completed both full-time, or part-time. Every person’s situation is different and will dictate which path they take. Being able to fly often not only allows you to progress faster thus reducing costs, but it also means you are studying every night to ensure your academic side of the training does not hold you back.

Before every flight test, the student has to have passed the written knowledge exam for that certificate. For this reason, finding a balance between flying and studying is paramount to ensure there are no large gaps between flights.

What is the Biggest Helicopter in the World: The Mi-26T2

Written by Rick James in General Aviation,Helicopters

Some helicopters are big and then there is the next level. When the world’s biggest helicopter thunders overhead it gets your attention and leaves you wondering how something that big is able to fly, let alone lift anything too!

The Mi-26T2 by Russian Helicopters is the world’s largest helicopter in production. It has a rotor diameter of 105 feet, a maximum take-off weight of 123,460 lbs, and two engines that produce 11,400 hp each allowing it to lift 44,000 lbs on its hook or inside its cargo hold & costs around $25M US.

Having not long come out of flight school and used to seeing the tiny Robinson R22, seeing this behemoth parked in a faraway corner of a Canadian airfield blew me away with its sheer size, and it was across the other side of the field! I had to go and take a look at the world’s biggest helicopter and this is what I learned about it!

How Big is the Biggest Helicopter in the World?

The Mi-26T2 is a record-breaking helicopter with some very impressive dimensions:

ImperialMetric
Length117 ft35.91 m
Width20 ft6.15 m
Height26 ft8.14 m
Blade Tip to Tail Tip131 ft40.02 m
Main Rotor Diameter105 ft32.00 m
Tail Rotor Diameter25 ft7.61 m
Empty Weight63,715 lb28,900 kg
Maximum Take-Off Weight 123,460 lb56,000 kg
Maximum Cargo Weight44,100 lb20,000 kg
Mi-26T2 Cutaway – Source: Russian Helicopters

To give you some scale of the size of this helicopter the picture below was taken and the engineer is standing on the engine cowl door you can see in the diagram just behind the engine exhaust. After waving he walked inside the main transmission housing and that was the last I saw of him:

How Much Power Does the World’s Biggest Helicopter Have?

The Mi-26T2 helicopter has 2 Lotarev D-136 gas turbine engines that each produce a maximum takeoff power of 11,400 Hp or 8,500 kW. This enables the Mi-26T2 to lift over 44,000 lb or 20,000kg of cargo on its hook or inside its cargo hold and fly up to 180 mph or 295 kph.

A Lotarev D-136 Mi-26T2 Gas Turbine Engine – Source: Allocer

The engines are designed by the ZMKB Progress Design Bureau and manufactured by Motor Sich, both in Ukraine. Each engine consists of a 7-Stage high-pressure compressor, followed by a 6-Stage low-pressure compressor, and an annular combustion chamber containing 24 fuel nozzles, and 2 igniters.

The turbine section at the rear of the engine features a single-stage high-pressure turbine rotating at 14,170 rpm, followed by a single-stage low-pressure turbine rotating at 10,950 rpm, followed by a 2-stage power turbine rotating at 8,300 rpm +/-300rpm.

Each engine produces the following power output:

  • Maximum Take Off Power = 10,000 shp / 7,500 kW
  • Maximum Transient Power = 11,400 shp / 8,500 kW
  • Maximum Continuous Power = 8,500 shp / 6338 kW

During cruise flight, each engine consumes jet fuel at a rate of:

  • 3,859 lb / 1,749 kg per hour, or
  • 567 gal / 2,213 L per hour

If you wanted to pay for the fuel at a U.S. average of $4.80 per gallon:

3,859 x2 = 7718 gallons per hour x $4.80:

$37,046 per hour just in gas!!!

Join My Newsletter & Get Great Tips, Information and Experiences To Help You Become a Superb Pilot!

* indicates required
Your Interest: *

How Much Can the World’s Biggest Helicopter Lift?

The Mi-26T2 can lift 44,100 lb/20,000 kg on its hook or inside its fuselage. It can also carry 82 passengers or 60 stretchers with 3 medical attendants. When configured for fighting fires, it can drop over 3,900 gal /15m3 of water in a single drop from its belly bucket.

This helicopter has 8 main rotor blades which it uses to create the lift. Each blade is 100 ft long and together they create an area of 8,657 sqft / 804.25 m2. When you do the math of the helicopter’s maximum gross weight Vs. its main rotor disk area this helicopter produces 14 lb/ft 2 or 69 kg/m2.

Source: Russian Helicopters

The main roles this helicopter is used for are:

  • Construction Lifts
  • Oil, Gas & Mining Lifts
  • Military Transport
  • MedEvac and Humanitarian Support
  • Wildfire Fighting
  • Remote Station Refuelling

Because of its sheer size, it is able to be configured into many roles to suit the customer.

Inside its fuselage, the Mi-26T2 also has a cavernous cargo area in which passengers or cargo can be placed. Its cargo hold measures:

  • Length: 39.7 ft / 2.1 m
  • Width: 10.7 ft / 3.25 m
  • Height: 10.4 ft / 3.17m
  • Payload Volume: 4,240 ft3 / 120m3

To aid in the loading and unloading of its cargo the helicopter comes equipped with two electric winches each capable of lifting/moving over 12,500 lb / 5,700 kg.

How Fast is the World’s Biggest Helicopter?

The Mi-26T2 has a top cruising speed of 160 kts / 180 mph / 295 kph, although it will typically cruise at 138 kts / 158 mph / 255 kph. It’s large rotor diameter and powerful engines overcome the huge amounts of drag created by its fuselage to accomplish this speed.

For its size, this is a fast helicopter, and even many helicopters, especially those much smaller than it cannot come close to reaching that speed. Because of the amount of power this helicopter produces from its two engines when it is carrying a light load or no load, it is able to use that excess power to drive the main rotor system through the air with ease.

As airspeed increases so does the drag acting on the fuselage. When the helicopter is under minimal load this available power is used to give the helicopter its high top speed.

What is the Biggest Helicopter Ever Made?

The biggest helicopter that was ever made was the Mil V-12. A 200 seat, twin-rotor, 4 engine helicopter with a maximum gross weight of 231,485 lb / 105,000 kg. It first flew in 1968 and only two prototypes were built and flown. They can now be found in locations in Moscow.

Mil V-12 at Central Air Force Museum East of Moscow – Source: Maarten

The original concept for this helicopter was to quickly transport heavy ballistic missiles, but as the development time passed it was then favored as a troop-carrying helicopter.

With a crew of 6: Pilot, Co-Pilot, Navigator, Radio Operator, Flight Engineer & Electrician this helicopter broke several world records of which some still stand to this day:

  • 22 Feb1969 – Highest Altitude with a 66,000 lb / 30,000 kg payload – 9,682 ft / 2,951 m
  • 6 Aug1969 – Highest Altitude with a 77,000 lb / 35,000 kg payload – 7,398 ft / 2,255 m
  • 6 Aug1969 – Highest Altitude with a 88,000 lb / 40,000 kg payload – 7,398 ft / 2,255 m

The complex design of the helicopter’s main rotor system, drive train, and flight controls was thoroughly tested on test rigs and mockups before the first prototype was manufactured. Using a driveshaft between the two rotor systems allowed the main rotors to intermesh just like they do on today’s CH-47 Chinook helicopters.

However, they found having the main rotor at the front and rear of the helicopter caused uncontrollable oscillations that were cured once the two main rotor systems were moved out to the sides of the fuselage.

Large clamshell doors and a loading ramp at the rear of the helicopter allowed for easy access to the extremely large cargo hold within the fuselage that could carry over 195 passengers or 88,000 lb / 40,000 kg of cargo!

Due to increasing development costs and the dwindling need for such a helicopter, the program was terminated in 1974 with only two prototypes ever being built. The second of the two prototypes is now on display at the Central Air Force Museum – Moscow, with the first prototype being stored at the Mil Moscow Helicopter Plant.

Further Reading

If you found this article interesting may I suggest a few more for you to read:

Can a Person With Disabilities Become a Pilot?

Written by Rick James in Airplanes,Careers,General Aviation,Gliders,Helicopters,Licensing,Medical,Rules & Regs,Training

Learning to fly an aircraft is one of the most challenging but rewarding experiences a person can have, but not everyone can learn to fly. There are certain medical conditions that can prevent a person from learning to fly, but there are more and more people with disabilities overcoming these barriers to achieve their dream.

Depending on the disability, many people can still learn to fly with medication, adapted flight controls, or with a safety pilot on board. Specialized training and working closely with an FAA medical examiner will dictate if the disabilities make learning to fly prohibitive.

There are many, many disabled pilots flying all over the world with some incredible charities, associations, and scholarships striving to get as many disabled people into the air. This article is written to try and provide you with the most comprehensive guide to help put you in touch with the right information and contacts to allow you to get training.

What Disabilities Prevent a Person From Learning to Fly?

Persons with a disability can be issued an aviation medical certificate providing they can demonstrate they can safely operate the aircraft with or without flight control modifications, but certain mental and neurological diseases may prevent any issuance of an aviation medical certificate.

The FAA has a list of disqualifying medical conditions that if not able to be controlled with medication to meet the required standard will prevent a person from obtaining an Airmen Medical Certificate.


FAA’s Prohibitive Pilot Medical Conditions are:

  • Angina pectoris
  • Bipolar disease
  • Cardiac valve replacement
  • Coronary heart disease that has been treated or, if untreated, that has been symptomatic or clinically significant
  • Diabetes mellitus requiring hypoglycemic medications
  • Disturbance of consciousness without satisfactory explanation of the cause
  • Epilepsy
  • Heart replacement
  • Myocardial infarction
  • Permanent cardiac pacemaker
  • A personality disorder that is severe enough to have repeatedly manifested itself by overt acts
  • Psychosis
  • Substance abuse
  • Substance dependence
  • Transient loss of control of nervous system function(s) without satisfactory explanation of the cause

You can find out more about this list HERE at the FAA’s website.

In addition to this list are the physical limitations a person may have. Most aircraft require the use of both hands and both feet and if one or more of those limbs is missing then additional means will have to be sought to modify an aircraft to be controlled.

When looking to become a pilot, the FAA will take each person on a case-by-case basis to examine and evaluate the disability to decide if a medical certificate can be issued or if other actions can be taken to allow that person to become a pilot. If an Airman Medical Certificate cannot be gained there are other options, so keep reading!

The FAA has set medical standards for each of its 3 classes of medical certificates. Depending on the level of responsibility a pilot wishes to seek, will dictate which medical certificate they may qualify for. Each medical examination must be completed by an FAA Approved Medical Examiner (AME) and there is usually one not too far from you.

Many local family doctors will become certified as an AME and with over 6000 listed in the U.S. you can use this tool from the FAA to find one closest to you – FAA AME FINDER

Here are the three classes of aviation medical certificates:

First-Class Airmen Medical Certificate

14CFR Part 67 Subpart B

This has the strictest medical standards as it is designed for professional airline and commercial pilots that fly large aircraft. Unfortunately, most applicants that have a major, life-changing disability will not be able to meet the required standards to obtain a first-class medical certificate.

You can find out more about the exact medical standards of the First-Class Airmen Medical Certificate at the FAA Regulations website HERE

Second-Class Airmen Medical Certificate

14CFR Part 67 Subpart C

This medical certificate is for those pilots who wish to fly commercial operations. Charter flights, tours, utility operations, EMS, flight instruction, or any other type of flying where the pilot gets financial compensation. There are some pilots with disabilities who are able to gain this type of medical certificate depending on their disability.

You can find out more about the exact medical standards of the Second-Class Airmen Medical Certificate at the FAA Regulations website HERE

Third-Class Airmen Medical Certificate

14CFR Part 67 Subpart D

This medical certificate has the most lenient medical standards and is aimed at student pilots, recreational pilots, and private pilots who wish to fly for pleasure and/or own their own aircraft. No financial gain can be achieved by pilots flying with these types of pilot certificates. There are many pilots with disabilities who fly under this class of medical certificate.

You can find out more about the exact medical standards of the Second-Class Airmen Medical Certificate at the FAA Regulations website HERE

No Airmen Medical Certificate

This is by far the most popular option when it comes to a person with disabilities learning to fly. The FAA allows any person to fly a Sport category airplane, glider, or balloon with only a valid U.S. driving license, so those who can drive with their disability, can also fly!

Any restrictions imposed on the driving license must also be adhered to while flying, but this allows many more people to access aviation!

For more information on each type of Airmen Medical Certificate please see my article:

Pilot Medical Exam – What You Need To Pass Each Class

If a person has a medical condition listed above or a mobility issue and they wish to fly an aircraft with more than two seats there are two additions/certificates/waivers that can be applied for that COULD allow that person to be able to fly.
Those two certificates are:

  • SIMC – Special Issuance Medical Certificate
  • SODA – Statement of Demonstrated Ability Certificate

Join My Newsletter & Get Great Tips, Information and Experiences To Help You Become a Superb Pilot!

* indicates required
Your Interest: *

What is the Difference Between a Special Issuance Medical Certificate (SIMC) Vs Statement of Demonstrated Ability (SODA) Certificate?

What is a Special Issuance Medical Certificate?

For a person with an FAA-disqualifying medical condition, they can apply for a Special Issuance Medical Certificate. An examination with a Federal Air Surgeon will be required and it is issued at their discretion and with their recommended limitations. The SIMC can be revoked at any time.

To satisfy the medical examiner a person may be required to show medication and medical history may require regular examinations and the limitations and restrictions may be altered at any time the medical examiners deem necessary.

What is a Statement of Demonstrated Ability?

For a person with a permanent or static disability, this is a certificate or waiver issued once a person has demonstrated they can safely operate an aircraft with or without help. This could be in the form of a flight test or a medical examination with a representative from the FAA.

When applying for either an SIMC or a SODA, the doctors will require detailed information regarding the person’s disabilities and it can take many back-and-forth correspondences and can take many months to complete. These certificates and/or waivers will only be issued once the FAA is certain of the applicant’s medical needs and abilities.

To help speed up the application process the FAA has created a website called the MedXpress that allows a person to enter all their medical information which will then allow it to be instantly accessed by any FAA Medical Examiner or Federal Air Surgeon.
You can access and create your own account at the FAA’s website HERE

There are many thousands of pilots flying in the U.S. under an SIMC or SODA and providing the applicant can demonstrate they can safely perform the necessary duties of a pilot, then they should have no issues.

Some pilots also fly with a safety pilot as part of their restrictions so until you get in touch with an FAA AME and an association familiar with pilots with disabilities (See Further Resources section below) what you may have thought was impossible, could in fact be possible!

Can People with Disabilities be an Airline Pilot?

To become an airline pilot the applicant must hold a First-Class Airmen Medical Certificate. Due to the strict medical standards required for this certificate, a disabled pilot would be unable to meet them thus denying them the ability to obtain an Airline Transport Pilot Certificate.

However, many smaller commercial operators fly charter and scheduled services that can be completed by a pilot who holds a second-class medical certificate and uses an aircraft with modified flight controls. It will be up to the individual company and the insurance, but regulatory wise there may be no issue.

Can People with Disabilities Learn to Fly an Airplane?

The level of disability of a pilot will dictate which medical certificate they qualify for, and the airplane type allowed to fly. Pilots with disabilities can fly hold a Sport Pilot, Recreational Pilot, Private Pilot & Commercial Pilot certificates depending on their disability.

  • A person can hold a Sport Pilot Certificate with just a Valid U.S. driving license (14 CFR Part61 Subpart J):
    • In a Sport or Light-Sport airplane that weighs no more than 1,320 lbs at take off or 1,430 lbs if operated from water
    • Has a maximum speed of 120 knots ISA @ sea level
    • Has a maximum of two seats including the pilot
    • Has a single engine
    • Has to be flown day VFR
    • Pilot & passenger weight limits will need verification
    • For more information on Sport Pilots AOPA has a great article on its website HERE
  • A person can hold a Recreational Pilot Certificate with just a Third-Class Airmen Medical Certificate (14 CFR Part61 Subpart D):
    • In an airplane that has a maximum engine power of 180Hp
    • Has a maximum of four seats
    • Only one passenger can be flown
    • Flown no higher than 2000ft AGL
    • Flown day VFR only
    • Pilot & passenger weight limits will need verification
  • A person can hold a Private Pilot Certificate with at least a Third-Class Airmen Medical Certificate (14 CFR Part61 Subpart E) :
    • In any aircraft within the same category (airplane) and class in which the certificate was issued for:
      • Single Engine Land or Single Engine Water (Class)
      • Additional engines or classes will need further endorsements or ratings
  • A person can hold a Commercial Pilot Certificate with at least a Second-Class Airmen Medical Certificate (14 CFR Part61 Subpart F):
    • In any aircraft within the same category (airplane) and class in which the certificate was issued for:
      • Single Engine Land or Single Engine Water (Class)
      • Additional engines or classes will need further endorsements or ratings

Many airplanes can be retrofitted with modifications to the flight controls to allow a person with disabilities to control the aircraft. Many of the modifications comprise a permanent part fitted to the aircraft and then a removable part to allow anyone to fly the aircraft no matter if they are able-bodied or not.

Many disabled pilots begin with a Sport Pilot certificate which allows them to fly a Light-Sport Aircraft. There are many light sport aircraft with kits purposely designed to allow them to be installed with flight control modifications.

Can People with Disabilities Learn to Fly a Helicopter?

Depending on the individual’s disability, a helicopter may be able to have the flight controls adapted to allow it to be flown. Generally, a helicopter needs both hands and feet and the pilot will need to obtain at least a third-class airmen medical certificate & possibly a Statement of Demonstrated Ability from the FAA.

Helicopters are a very tough aircraft to learn how to fly, mainly because they require both hands and feet to be used all the time and in coordination with one another. It is for this reason alone why it will take most students at least 10 hours to begin mastering a hover – Trust me, I fly one daily!

There are many pilots who fly helicopters that have a disability, but the type of disability and the level of their mobility will dictate whether a person will be able to physically control the machine and/or pass the required medical examination.

To fly a helicopter, the pilot needs to gain at least a Third-Class Airmens Medical Certificate. When being examined and during the application process, the pilot may need to demonstrate to an FAA representative that they can safely control and perform the duties of a Pilot in Command (See SODA above).

In addition to gaining the appropriate medical certificate, the helicopter may need modifications to the flight controls to allow the pilot to physically control the aircraft. Modified helicopters are rare and finding a flight school that has one, let alone caters to the exact disability of the pilot is even rarer.

Because of this, most pilots who wish to fly a helicopter with a disability will generally own their own helicopter and have the modifications done. As you can imagine this is not cheap and limits the opportunity to fly a helicopter to only those with the financial means!

There have been a few attempts over the years to create a flight school dedicated to helping pilots with disabilities but with such a small market, they have unfortunately been unable to operate successfully. For this reason, the majority of students wishing to fly chose the airplane route.

If the person’s disability does not require modifications to the helicopter then their chances of learning to fly one are much greater and most helicopter flight schools should have no problem accomodating them.

Can People with Disabilities Learn to Fly a Glider?

Flying a glider or sailplane requires no FAA airmen medical certificate and can be flown on a valid U.S. driving license. This allows a wider range of people with disabilities to be able to fly. Gliders can be modified or come with flight controls to allow paraplegic pilots to fly.

Gliders are a great way for a person with a disability to learn how to fly. They are much cheaper to operate and many manufacturers have gliders that can be arranged in many ways to suit pilots with certain disabilities to allow them to control the aircraft.

Many of these controls are known as adaptive controls and they bring the rudder which is normally controlled by the pilot’s feet to a hand lever in the cockpit. This allows a disabled pilot to use both hands to control the glider.

Gliders can come with two seats but have fairly confined cockpits so a person’s height, width, and weight will also need to be discussed with the glider school at the time of initial booking. Gliding schools that offer flights and training to persons with disabilities will also have a lifting apparatus to help pilots and passengers safely enter and exit the aircraft.

Freedoms Wings International is a non-profit organization run to help people with physical disabilities get flying in a glider. You can find out more about them here: Freedomswings.org

Can People with Disabilities Learn to Fly a Hot Air Balloon?

Piloting a balloon requires no FAA airmen medical certificate but a valid U.S. driving license. For pilots with a disability, they must show their capability to control a balloon to a representative of the FAA under a Statement of Demonstrated Ability to be issued a Balloon Pilot Certificate.

Just like a glider/sailplane, the FAA requires no medical certificate to be obtained by a person to pilot a balloon for personal pleasure. Balloons can come with modified baskets, more commonly known as gondolas that allow side access for a wheelchair user.

Lengthened flight controls also aid in persons piloting a balloon from a seated position. Just like any other aircraft, the pilot’s ability to safely act as a pilot in command will have to be demonstrated to both the flying instructor and a representative from the FAA before the student will be allowed to fly solo during their training.

Once the pilot has been issued with a Statement of Demonstrated Ability they must abide by any restrictions given on the certificate but that will be allowed to pilot a balloon.

Here you can find a directory of balloon companies around the U.S. that caters to passengers and pilots with disabilities and special needs: Blastvalve.com – Directory

Helpful Resources

Further Reading

If you found this article helpful, may I suggest a few more for you to read:

Can Children go in a Helicopter or Small Plane?

Written by Rick James in Airplanes,General Aviation,Helicopters,Rules & Regs

Are you wanting to take a helicopter or small airplane ride but are not sure whether you can bring your children for the ride or if it is even safe for them to come? This topic is highly debated in the travel forums with great points on both sides, but if you are wanting to take a ride then go ahead, it will be a fantastic experience.

Babies, toddlers, and children of all ages can safely ride in a helicopter or small airplane provided they can be secured using seat belts. Car seats can be securely attached in most aircraft and babies under two can legally be carried on an adult’s lap.

After flying helicopters for close to 20 years and flown many flights with children of all ages, this article will discuss all ages, what can and cannot be done and also the best ways to prepare them, tips for the flight, and I will try to debunk many of the myths and concerns most parents have when it comes to children in helicopters.

AGEWEIGHTRESTRAINT TYPE
<2 YrUp to 20 lbsHeld in Adults Lap, or
Rear-Facing Approved Seat System
>2 Yr20 – 40 lbsForward Facing Approved Seat System, or
Child Aviation Restraint System (CARES)
Small Children 40 – 80 lbsBooster with Integrated Restraint System, or
Aircraft Seat Belt
Older Children Over 40 lbsAircraft Seat Belt
Aircraft-Approved Child Restraint Systems

Can Babies Ride in a Helicopter or Small Plane?

Children under the age of two can be legally carried on an adult’s lap in any aircraft providing the flight has no doors removed and is in an enclosed cabin. The safest option is to install their car seat into the helicopter or airplane using the seatbelt and then cover their ears with child-sized ear defenders.

Helicopters and small airplanes fall under the same FAA regulations as large commercial airliners when it comes to infants traveling on board. The seatbelt and seat systems for both airplanes and helicopters fall under the same regulations. By doing this it saves a lot of repetition with the regulations, making them easier to follow.

Seat Security

Most quality car seats will be approved for use both in a motor vehicle and for aircraft use. You can confirm this by looking for a sticker/label on the seat that displays the following text, or similar in Red Letters:

“This Restraint Has Been Certified For Use In Motor Vehicles And Aircraft”

You can usually find this label on the side, back, or underside of the seat if it has been approved.

Each manufacturer may display this information slightly differently, but the information it portrays will be the same. For those seats that are Not Approved for use on an aircraft, the sticker will either state that it is not certified for use in an aircraft or will it state it is for use only in a motor vehicle.

A Typical Approved Restraint Device Label

When checking to see if your child’s seat is approved for aircraft use have a look in the information booklet as that may also provide more information on its installation.

Infants should always ride in a rear-facing restraint system until they are at least 1 year old AND 20 lbs, no matter what the mode of transport. The American Association of Pediatrics recommends ALL children should be rear-facing until they meet the height AND weight limits set by the seat restraint manufacturer.

Most helicopters come with either a 3-point harness similar to your car’s seatbelt or a 4-point harness comprising of a lap belt and two shoulder straps that connect into a buckle over the stomach. Instructions for each individual seat will show you how to install the seat into both types of belts in the helicopter.

For small airplanes, most come equipped with a lap belt and sometimes a 4-point harness for every seat. Again, refer to the child seat manufacturer’s instructions on how to safely install it using the aircraft seatbelt type available.

Some helicopter and airplane tour operators or aircraft charter companies may insist they see the label on the child’s seat system to ensure it is approved when you first arrive for the flight. Having the seat system ready for inspection will help the booking-in process and save time. The ramp staff will be able to help you install the child’s seat into the aircraft and ensure it is secure.

Join My Newsletter & Get Great Tips, Information and Experiences To Help You Become a Superb Pilot!

* indicates required
Your Interest: *

Lap Security

For those parents who wish to save money by not paying for the additional seat in which their baby is going to occupy and hold the infant on their lap, I would say it would be better to leave the child with a family member back at the helicopter terminal, the FAA also discourages lap-held children on any aircraft.

Helicopters and small airplanes can get bumpy, especially in the middle of a hot summer day when the convection in the air is in full force. No matter how prepared you may think you are, a sudden jolt of turbulence when you have relaxed your death grip on your baby can and has caused a baby to become separated from the adult holding them.

Not only does this incident cause harm to your child, but it could also cause harm to other passengers, let alone the distraction of others. A baby being held by an adult can make many passengers, especially mothers become distracted from their flight.

This not only reduces their enjoyment of the flight but may even cause some uncomfortable words to be exchanged at their disapproval.

By far the safest and most courteous options would be to leave the child behind with a family member or friend, or purchase that extra seat and have them secured in their own restraint device.

Hearing Protection

Small airplanes, and especially helicopters are noisy machines, even when the doors are closed. For adults, you will get given a set of ear defenders or an aviation headset to allow you to talk to one another through the aircraft’s intercom system during the flight.

For the little ones, these headsets will be far too big for them and their hearing needs to be protected too. To ensure your baby has a good-fitting set of ear protection I advise you to purchase your own set before the flight.

A set of these ear defenders that are purposely designed for babies are a perfect choice. They are inexpensive, designed to fit well, lightweight, comfortable, and come in an array of colors.

These are not only a great investment for the helicopter flight, but great for use at firework displays, music concerts, airshows, or anywhere that noise levels may become too high for your child.

For more information, and to see why they have over 3,500 4.5/5 stars reviews
Click Here To Go To Amazon.com

Tips From a Pilot Parent

Being a helicopter pilot and a parent allows me to give some advice from both sides of the fence. There is no way I would ever consider taking my own children in ANY vehicle if I knew it was unsafe. Because of this here are a few tips and tricks I have found and seen used over many years of being both:

  • Try and keep the baby asleep while leading to and during the flight – The vibration of the aircraft and the constant hum of the engine/s usually sends kids to sleep very easily
  • Keep a blanket over the top of the car seat to keep them in the dark. This too will help them sleep
  • Ensure they have a soother. This will help them stay relaxed and help balance any pressure buildup in their ears as the aircraft climbs and descends

Can Toddlers & Small Children Ride in a Helicopter or Small Plane?

Children between 20-40lbs can ride in any aircraft providing they can be restrained by an aviation-approved, forward-facing device like a car seat system or a Child Aviation Restraint System(CARES). For children weighing over 40 lbs, the aircraft seatbelts are sufficient.

Toddlers & small children can easily be taken on an aircraft ride but
Must Occupy Their Own Seat Once They Reach Two Years Old.
Photo I.D. will usually be required by the aircraft company for proof of age.

Depending on the child’s size and weight, they may require the use of an approved restraint system. Just like the baby’s seat system mentioned above, an approved child restraint seat that is used in a vehicle can be used in an aircraft providing it displays the ‘Certified For Use In An Aircraft” label.

The American Association of Pediatrics recommends any child under 40lbs flying in an aircraft should be placed in an appropriately sized child restraint system for the age, height, and weight of the child.
For children over 40lbs, they recommend using the aircraft seat belt.

All seat restraint systems used for a toddler or small child must also be forward-facing and be able to securely attach to the aircraft’s seat belt system, the instructions should be in the seat manufacturer’s booklet.

The only types of restraint systems that the FAA DOES NOT ALLOW to be used in any aircraft during ground movement, takeoff, and landing are:

  • Backless Booster Seats without integrated restraint systems
  • Backed Booster Seats without integrated restraint systems
  • Lap-Held Restraint/Belly Band that attaches the child to the parent’s waist
  • Vest-Type Restraint that attaches the child to the parents’ body

Even though these types of restraint systems can be sued during the cruise portion of the flight because the child is in a helicopter or small airplane this makes them unable to be used because there is no room to store, then install these devices while in flight. Flights in these types of aircraft are mainly tours or charters and are usually of short duration (under 1 hour) thus, seating the child correctly before takeoff is paramount.

I have personally seen many parents using the lap and vest-mounted systems during a helicopter ride and although they make it easier to handle and transport the child, the risk of crush injuries in the event of a hard landing is very high.

To provide the safest means of child restraint in an aircraft the following systems SHOULD be used:

  • Booster Seat With Integrated Restraint System – For ALL children under 40 lbs
  • A Child Aviation Restraint System (CARES) – For Children 22-44 lbs
  • The Aircraft Seat Belt – For ALL children over 40 lbs

For those of you not familiar with the CARES (Child Aviation Restraint System – Middle Photo), it is a highly portable strap that goes around the upright portion of the aircraft seat to allow shoulder straps to be worn by the child. This is a great little device that compacts down into a very small package and is purposely designed in several sizes to accommodate children of all ages and children with special needs that need a little more restraint.

It is approved for use in aircraft by over 10 different countries and is commonly used by many parents when traveling with young ones in all types of aircraft.

Option #1: For children 1 year old and up, weighing 22-44 lbs and up to 40″ tall – Use the CARES System
Option #2: For children with special needs from 41″-56″ tall – Use the CARES System
Option #3: For children with special needs over 5ft/60″ tall – Use the Special CARES System

Options #2 & #3 will need an Exemption Permit from the FAA because of the size of the child.

You can find the CARES System Here at Amazon.com and to find out more information on both types/sizes of CARES systems and how to apply for the FAA Exemption Permit, see the CARES website HERE.

You may be also surprised to know that many aviation companies will let you fly without any additional restraint device, no matter the child’s age. Either a lap-held child or a child using the aircraft’s seat belt may be sufficient for them. It is your discretion as to which you feel comfortable with. If you wish to have an approved restraint device for your child, buy them a seat ticket and install it before lifting off.

Hearing Protection

When any passenger is on a small airplane or helicopter hearing protection is required. Adults will be given a set of ear defenders or an aviation headset to use during the flight that will enable them to talk to one another. If your child is over 7-8 years old the aviation headset might fit them OK.

For smaller children, or if you are unsure your child will fit snugly into an aviation headset I recommend purchasing an inexpensive set of ear defenders that are suited to their age.

Not only will these be a great option for the flight but for many uses afterward.

You can find a range of various sized, child & youth ear defenders in many colors Here at Amazon.com

Tips From a Pilot Parent

As parents, we know that when kids become bored they can become agitated. Here are some of the best tricks I have personally found when flying with my own children:

  • Provide a Distraction – A Kids Camera WITH a wrist strap – Projectiles are not good in an aircraft
  • Get them to find landmarks or objects out of the window – Travel Bingo Game
  • Snacks in Spill-Proof Containers – My kids loved Cheerios – Be sure to tidy up the mess after landing!
  • Soothers or chewing gummies during takeoff and descent – Helps with altitude & air pressure changes
  • Sucking on water or milk from a baby bottle – Helps with altitude & air pressure changes
  • Change their diaper just before the flight!

All links to Amazon.com

Can Teenagers Ride in a Helicopter or Small Plane?

Teenagers should have no problems riding in any aircraft. They will be tall enough to use any seatbelt type and have the maturity to ensure they are secured and ready for flight. Depending on their age and the aircraft operator, they may need to be accompanied by an adult.

A growing trend in tour flights at this time is a helicopter flight with the DOORS OFF! Usually flown over major cities, this is becoming a very popular tourist attraction with a few limitations if you are looking to do this with a teenager or child:

  • For doors off flight, each child must be at least 12 years old. Doors on flight, there is no age restriction
  • If under 18, the aircraft operator MAY require an adult to accompany the child on the flight
  • If under 18, the child MAY require a waiver signed by their parent to be able to fly
  • All passengers, no matter their age must be able to listen and demonstrate the safety actions that may need to be taken

Are Helicopters and Small Planes Safe For Children?

Statistically, small aircraft are safer to travel in than a car. Providing the passenger is secured with an appropriately sized restraint, has some form of hearing protection, and is accompanied by a responsible adult there should be no issues.

When booking an aircraft for a private charter or reserving a spot on a tour flight it is up to the parent to select an aviation company with a good history and reputation for safety. Most companies have the highest standards of aircraft maintenance, pilot training, and strict weather limits, but I personally know a few where the cash comes first and aircraft issues get ‘Put off’ until later – Those companies are the ones with several accidents in their history!

The majority of reputable aviation companies will have extensive experience flying children of all ages. Some of them may only require you to hold the child on your lap, while others may require a full restraint system. It is always advisable to call and talk to the company when booking the flight to ensure both you and the aircraft operator are aware of each other’s requirements so no last-minute surprises develop.

Pilot Experience

Most aviation tour companies employ pilots that have at least 1000 hours of piloting experience, if not much more. These pilots usually come from two sectors of their careers:

Pilots in the Early Part of their Career: These pilots have usually spent the last few years as flying instructors teaching all the emergency procedures to students who are trying to kill them! They are very well-practiced and competent pilots, even if they may seem a little young at times.
or
Pilots in the Latter Part of their Career: These pilots are looking for a steady, home-based job and may be close to retiring. They can have thousands, if not tens of thousands of hours of flight experience and will be able to show you some great places that a newer pilot may not have the experience to fly in.

No matter the pilot you get, if you have researched the aviation company, read some of their reviews, both good and bad, and they have friendly, helpful staff, then you should have no issues.

The taxi ride to the aircraft hanger or terminal may be more cause for concern!

Would you prefer to put your child in a cab ride with a driving instructor or a seasoned taxi driver with 40 years of experience, or the usual – a regular cab driver whose background, history, and experience you have no idea about? I know which one I would pick!

To Finish

Flying with children in small airplanes or helicopters is usually no issue for the thousands of daily flights all over the world. Aviation is one of the most regulated and safe forms of transportation and passengers of every size have been addressed.

Ensuring your child is secured in the appropriate restraint, with ear protection and you are flying with a reputable company will ensure your flight, as well as theirs, is as enjoyable as possible!

Further Resources:

FAA’s advice for Travelling with Children
FAA Advisory Circular Pertaining To Approved Child Restraint Systems in Aircraft
Aerospace Medical Association ASMA.org – Child Restraint Systems & Airline Travel

Can Disabled People Fly in a Helicopter?

Written by Rick James in General Aviation,Helicopters,Medical

Flying in a helicopter is a fantastic experience but they are not an easy machine to get into especially if you are disabled or have leg or knee issues, but that does not mean you are unable to ride a helicopter. With a little help and some planning, a helicopter ride is a great way to enjoy our planet, no matter what disabilities a person has.

In general, any disabled person that can get into a seat of a helicopter and wear a seat belt is able to fly. Portable wheelchairs with removable wheels may be carried, but heavy, electric wheelchairs usually will have to remain on the ground. Some helicopters have a weight restriction of 240lbs.

Having personally flown several passengers with varying disabilities I can tell you it is pure joy to see an item on their bucket list get accomplished. Flying in a helicopter with any person who has any kind of disability can be done, but it just needs a little planning and liaison with the helicopter company to allow for the steps to be taken to ensure their flight is one they will remember for all the right reasons!

Are Helicopters Accessible for Wheelchair Users?

Most helicopters are able to fly someone who relies on a wheelchair. Depending on the disability and physical size of the passenger a helicopter ride just needs a little planning and some help on the day. The help does not have to fly, but they may be needed to help the passenger in and out of the helicopter.

The Two Most Popular Helicopters Used in Tours are the Airbus H130 and H125:

Airbus H130 Also Known as a Eurocopter EC130 Ecostar
Airbus H125 Also Known as a Eurocopter AS350 Astar

The first step is to contact the helicopter operator that runs the tours in your desired location. By liaising with them you will be able to understand their policies and begin to make arrangements for the flight.

To help you understand I have created some diagrams with measurements for the two most popular helicopters used in tour flights, but if they are using a different helicopter you can plan on the following rough dimensions:

The average helicopter floor is 2-3′ off the ground. Seats will usually be around 12″ higher than the cabin floor. Some helicopters may have a step between the ground and the cabin floor and some may not.

Heights for the Airbus H125 & H130
Wheelchair Shown as Height Guide – Seat Height 18″-20″

Depending on the mobility of the passenger they can be guided with help from the wheelchair, to the step, to the cabin floor, and then into their seat. For those passengers that require help, they may need to be lifted completely from their chair and into the helicopter.

For this reason, it is highly recommended that they bring help with them that has experience in moving them properly so that no one gets injured. The pilot will be there to assist and guide but generally do not plan on the pilot helping with the lift.

Most disabled passengers will be placed in the seat next to the door. This allows for easier access, but sometimes they may wish or be required to sit more towards the middle, especially in the larger tour helicopters. If this is the case please see the dimensions below for the Airbus H125, also known as an Astar, and the Airbus H130 also known as an EC130:

Once in the helicopter, the passenger will be required to wear a seat belt. Most of these are the typical 3 point harness found in your car, or there may be an adjustable 4 point harness that has two shoulder straps and a lap belt that buckles at the front. If the passenger finds these seatbelts too tight, then a seat belt extension may be required. This is something to mention to the tour operator when on the initial telephone call.

Some helicopter tour companies may even provide an automated lift system to help the passenger get into the helicopter. This system can be wheeled into place and once transferred to the lift it acts very similar to a home stairlift and glides them up the track. From here they can then easily move over or have help to move over into the helicopter seat and be buckled in.

There are many different types of lift available so be sure to ask the helicopter company if they have a lift and if it has any particular limitations which may cause you any concerns.

Some helicopters like the Robinson R44 have a seat weight limit of 240lb/108Kg because of the collapsibility feature designed into each seat to absorb the impact of a hard landing. If the passengers’ weight is an issue, the H125 or H130 are a better option for the passenger as they have no seat weight restrictions.

If the passenger is larger and will not fit in just one seat then this will need to be discussed with the helicopter company beforehand. Occupying two seats is usually not a problem, but there may be an additional cost if the tour is based on price-per-seat. Most tour companies usually have a standard policy on the passenger requiring them to purchase two seats if their weight is over 300lb/136kg.

240lb/108Kg Seat Weight Limit in the Robinson R44 – Source: Raymond Wambsgans

For those passengers that have tendencies to shout, scream, panic, or lash out they can still be flown but it will be at the discretion of the pilot. My advice would be to sit that passenger in the seat furthest away from the pilot and have a helper with enough strength to sit between the passenger and the pilot.

Should the disabled passenger begin to panic and become agitated the helper needs to be able to control that passenger so the pilot is able to safely fly the helicopter. It is very rare that anything like this happens, but it is something to be aware of.

Join My Newsletter & Get Great Tips, Information and Experiences To Help You Become a Superb Pilot!

* indicates required
Your Interest: *

When booking a flight for a disabled passenger here are few things to talk to the helicopter company tour rep about. Be cautious when booking through a third party as they will most likely not have the correct answers for you and this could end up with a denial of flight if you turned up to the helicopter without previous knowledge of your arrival.

  • Type of disability – Are they liable to panic, shout, lash out
  • Weight of the passenger
  • Width of the passenger when sitting (May need two seats)
  • Are seat belt extensions available
  • # of people accompanying them on the flight
  • # of helpers coming to assist but staying on the ground
  • If the tour flight stops at a location, can a wheelchair be flown, if so, type, size, and weight of chair
  • If they have an automated chair-lifting device to move passenger into the helicopter
  • Any other information you think the helicopter company may wish to know

When booking a tour flight, many companies are ADA-compliant and will be very pleased to assist you with your booking. One of the biggest helicopter tour operators, Maverick Helicopters is ADA-compliant and offers incredible tours of Las Vegas, The Grand Canyon, and Hawaii.

I know several pilots who have flown for them and they loved their time there. The staff are fantastic, the terminals and helicopters are pristine and their safety record is first class!

If You Wish to Take a Tour Flight with Maverick Helicopters, Please Click On Their Banners Below for More Details:

Helicopter Tours of the Grand Canyon and Las Vegas - Click Here
Come Experience Hawaii The Maverick Way! - Click Here

Can Wheelchairs Be Carried in a Helicopter?

Small, lightweight, manual wheelchairs designed to be portable can be taken in a helicopter provided it fits in the cargo storage area. Large, heavy, motorized chairs are usually too large and heavy to be taken in a helicopter. These types of chairs will be left behind during the flight.

Manual, Portable Wheelchairs are Ideal for Helicopter Flight

When booking your flight it is important to speak with the representative from the helicopter company to discuss what type of helicopter is being used and the type of wheelchair the passenger plans to bring. If the flight is a tour flight that begins and ends in the same location then the wheelchair can be left with the ramp staff.

If the tour has a planned stop, for example, a lunch, then a chair will need to be taken. Small helicopters like the Robinson R44 will not be able to accommodate the wheelchair in their cargo compartments but the Airbus H125 and H130 should have no issues, as they have large storage compartments on each side of the helicopter.

The Airbus H125 and H130 (As seen above) have two cargo holds, one on each side of the aircraft. Depending on the type of doors fitted, the rough openings are approximately 28″ high, 53″ long, and the depth of the cargo bay is 17″ at the front and 8″ deep towards the tail.

The wheels may have to be removed and the chair folded down before being passed on to a ramp agent, if so, a helper who is familiar with the chair is advisable. This helper can be someone who joins the passenger on the flight or stays behind and is just there to help with the passenger loading.

To Finish

Just because a person is not able to easily climb into a helicopter should not prevent them from experiencing the incredible flight inside one of these remarkable machines. The view and feeling of floating can only be matched by another helicopter!

With a little planning and talking with the usually very helpful helicopter staff, anybody should be able to take flight. If the passenger has to rely on a motorized chair then a tour flight that begins and terminates in the same location is advisable. If they are able to move into a manual, portable chair then any tour flight should be no problem.

If you wish to take flight then I highly recommend you get in touch with Maverick Helicopters and begin planning that ‘Bucket List’ item! You can find out more about Maverick Helicopters and their incredible selection of tours at their website HERE.