Decided to make aviation a career.. Now what do I do?

Timbo said:
So, what's an hour of dual in a C152 go for these days, and how much of that does the IP get?
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The one near here was going for $84/hour until the engine quit, with an instructor for $44-50. Instructor pocketing about $25 of that.

I paid about $30-something 10 years ago, maybe another 20 for instruction.
 
Timbo said:
Sorry for the thread creep here, but some answers might help our boy above.

What's it cost today, flying lessons I mean. I was talking to a 17yr. old friend of my son's the other day, he tells me he's taking flying lessons at a local FBO, he said he's paying $150/hr!?! Can that be right? I asked what he's flying, he said a C152 I think, or a LSA, either way, $150 hr?? I did a little more questioning and he said it's about $105/hr. solo, so the instructor charge is $45/hr? Can that be right? I know the IP probably doesn't get half of that, but still, $45/hr??

So, what's an hour of dual in a C152 go for these days, and how much of that does the IP get?
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Sounds about right, if your talking about the place in SEF. 105/hr isn't bad for their LSA's, but seems kind of high for a 152. Florida, is one of the cheaper places to fly. Up in Daytona, you can get a late model 172 for $114/hr or $130/hr, depending on the avionics you want. Right now, I can fly a 152 for $77/hr, but its a beat up, somewhat questionable airplane, that at times looks like somebody went overboard with the automated label maker and the word "Inop". What CFI's take home out of what they bill varies widely. Some places I know the CFI got it all, some places I know of the CFI gets $12/hr out of a billed $51/hr. If you find a good place, you could probably make a decent living out of flight instructing.
 
twotwowoo said:
You do know there is more to aviation than just the airlines, right? Sure, the airlines suck, but what about agricultural flying, military, ATC, freight, charter, flight instruction, law enforcement? There are so many different avenues in aviation, and many of them do offer the high pay and job security that many people value. You can't say the entire industry sucks based on one lousy sector of it.
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but since the airlines suck, movement in other sectors has stagnated because you dont have guys "going to the airlines" anymore.

see also the 5000TT SIC citation job that got posted, for 24k$ in miami. EL OH EL.
 
KSCessnaDriver said:
Sounds about right, if your talking about the place in SEF. 105/hr isn't bad for their LSA's, but seems kind of high for a 152. Florida, is one of the cheaper places to fly. Up in Daytona, you can get a late model 172 for $114/hr or $130/hr, depending on the avionics you want. Right now, I can fly a 152 for $77/hr, but its a beat up, somewhat questionable airplane, that at times looks like somebody went overboard with the automated label maker and the word "Inop". What CFI's take home out of what they bill varies widely. Some places I know the CFI got it all, some places I know of the CFI gets $12/hr out of a billed $51/hr. If you find a good place, you could probably make a decent living out of flight instructing.
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Wow, that's steep in my old mind, glad I got my tickets back when you could rent a twin for half of that!

I know, I'm just a geezer yearning for "The good ol' days." I guess if that's the going rate, then that's what it costs. I thought the whole LSA movement was going to lower the cost, 20 hours total, only 10 dual, and all that? But most of the LSA's I see cost over $100,000!

A good used Cub is about $25-30K and will actually teach you how to fly. You won't have any 'majic' in it for that price, you'll have to do all the headwork and also fly it yourself...which is the point, right?

I am amazed at all the guys who want to buy a LSA, then put an auto-pilot in it!
 
Timbo said:
I know, I'm just a geezer yearning for "The good ol' days." I guess if that's the going rate, then that's what it costs. I thought the whole LSA movement was going to lower the cost, 20 hours total, only 10 dual, and all that? But most of the LSA's I see cost over $100,000!

A good used Cub is about $25-30K and will actually teach you how to fly. You won't have any 'majic' in it for that price, you'll have to do all the headwork and also fly it yourself...which is the point, right?

I am amazed at all the guys who want to buy a LSA, then put an auto-pilot in it!
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I hear you on the high price of the new LSA's. The fancy one's are crazy expensive, but you can get some new LSA's for down in the 60-80K range. But, when you start looking at the expensive LSA's, you see that they are very comparable to say a 172. Bigger cabin space, very similar (if not faster) cruise speeds, half the fuel burn, and some even have the ability to operated in the IFR enviroment, when flown by properly certificated pilots. Sebring is one of the big hotspots for LSA's. Lockwood is perty much the people to talk to about the Rotax engine, and many of the LSA makes.

And, as sad as it sounds, I like having an autopilot in an LSA. The CT-SW I fly once in a while has one. It works really well, even has altitude hold. But, different strokes for different folks. I'm not much of one to just go fly low and slow, and look at stuff. I'd rather go somewhere, but that's another topic entirely.
 
chuckles1225 said:
Don't listen to all of these negative posters, they are just bitter. If you love aviation and can't see yourself doing anything else then you will enjoy the career choice, even when it doesn't always go as you planned. You also have to remember that you can't look at the current job situation, you have to consider what it will be like in a few years when you are completing your training. As this industry has always been dependably cyclical-your timing might just work out pretty well.

As for where you accomplish your training, I would suggest a 2 or 4 year college program because there is no rush to get done and a college degree is pretty beneficial (assuming you don't already have one). Just make sure that where ever you go you get a CFI because as others pointed out, it is how you will bridge the gap between 250 hrs out of school and 1,200 or so hrs you will need to get a transport job.
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Oh yeah - THATS it. :rotfl: :rotfl: :rotfl:
 
The instructor rate varies widely. When I was working at Riddle I was making $12 and the student was charged $52 an hour. A friend of mine that instructs in a Maule on floats gets paid $50 out of a $75 dollar charge.
 
"...I'd rather go somewhere, but that's another topic entirely."

I guess if you want to use it as a cross country vehicle rather than drive your car, it makes sense, but I was thinking more along the lines of using it as an instructional tool, to teach newbies how to fly.

Once you have your tickets, get what you need, to do the job you need it to do. My day job has me on autopilot far too much, so on my days off, I prefer the low and slow, like Phil's Air Cam, that's a hoot to fly!

Now, back on topic, this guy wants to pursue Aviation for a livleyhood, and he wants to know how he's going to build time between the 250 and the 1200+...so, what's a good time building job for him?
 
I am just kidding about my last post. If it is really what you want to do the go for it. I don't know how old you are. A few things to keep in mind. Get a college degree. It does not matter what it is in. Some on here have gotten them in aviation. That may be the only way some have been able to get finacing, but more expensive. Going to a local FBO is most likely going to save you money, but not always.

If you do deciced to do major in aviation then double major in something you love other that aviation. That way there is a plan number 2
 
I also want to say that aviation is not always the miserable lifestyle of ramen noodles and paycheck to paycheck living that people have mentioned. I am on the very low end of flight instructor pay ($11/hr) but I get by. I live in a very nice apartment, eat very well, and still save a little each month for tuition. Of course it sucks not getting paid what you are worth but that just makes me work that much harder so I can log 40hrs+ a week. It's far from a glamorous lifestyle but I think its worth it. Beats working in a cube, office, hospital, court room, construction site, etc. every day.
 
surreal1221 said:
Oh yeah - THATS it. :rotfl: :rotfl: :rotfl:
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I didn't mean the term bitter to be derogatory. Its just that some people have been kicked around harder by the industry than others and eventually those people just reached a point where they lost that passion that got them into aviation in the first place. I understand how a few furloughs and years flying as a junior FO can make a guy pretty cynical but that doesn't mean they should go around discouraging others who have the passion they once had.

Providing facts about the lifestyle to potential pilots is important, but it seems like a lot of the facts being provided are being negatively tainted by personal bias from a string of misfortunes in the industry. Let's keep in mind that there are also pilots who have better fortune and enjoy a long and rewarding aviation career (I even know a few).
 
If aviation is your dream job, then you are on your way to arrival! Always follow your dreams. (period.)

JC is a wealth of knowledge. Use it to your advantage, but be sure to use the search function first;).

Welcome!
 
I will ask you to consider one thing, and one thing only.

All the people that have negative attitudes towards this career at one point LOVED airplanes. They loved to fly airplanes enough that they gave up a whole heck of a lot in order to fly airplanes for a living.

Don't write those people off as simply sissies that couldn't make the sacrifices, haters who started hating for no reason, hacks who couldn't hack it, or worst of all; as people that you'll never become.

Most people will discount what they have to say because they don't want to hear it. Instead, try to figure out how those people got from where you are today (because they were in the same place at some point), and wound up where they are now.

Anybody that tells you that any job is all roses or all crap is lying to you.
 
jtrain609 said:
I will ask you to consider one thing, and one thing only.

All the people that have negative attitudes towards this career at one point LOVED airplanes. They loved to fly airplanes enough that they gave up a whole heck of a lot in order to fly airplanes for a living.

Don't write those people off as simply sissies that couldn't make the sacrifices, haters who started hating for no reason, hacks who couldn't hack it, or worst of all; as people that you'll never become.

Most people will discount what they have to say because they don't want to hear it. Instead, try to figure out how those people got from where you are today (because they were in the same place at some point), and wound up where they are now.

Anybody that tells you that any job is all roses or all crap is lying to you.
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:yeahthat:

So true. While there are precious few who got into the industry for the wrong reasons (illusions of money/prestige, family reasons, time off) the majority of the "haters" were people who once loved flying. The sad nature of the industry caused them to hate something they once loved. The vast majority of the aforementioned ex-pilots worked for the airlines.

I believe that if you just love flying, get a stable job with decent pay and fly for fun in your spare time. If you want a dynamic, challenging career that makes use of something you're passionate about (flying), benefits society, and contributes to our economy; then look into ATC, aviation management, aviation safety, agricultural aviation, corporate flying, freight flying, military aviation, or air ambulance. The job of "airline pilot" is not nearly as prestigious as it once was - it has been basically reduced to bus driver in the sky, with the pay and work rules to boot.

I love aviation and am strongly considering getting back into the industry in some capacity (likely aerial application), but I'd sooner shovel crap than fly an airliner for a living.
 
There is soon to be a very big change concerning safety that will be regulatory. In the very near future, an SMS will be required for almost all operations in the U.S. It is already regulatory with the ICAO but only a handful of countries are currently within compliance. The big reason is that it is a very new concept and people are trying to figure out the best way to produce and implement a SMS within their own organisations. At the same time, there are relatively very few people out there (within the states at least) who have the knowledge and training to succesfully bring about a fully functional SMS. If you can find a way to educate yourself on this new concept, you'll be a step ahead of most by having something to offer potential employers. ;)
 
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