The more you pay up front, the less you’ll pay in the future.
Education is expensive. Helicopter pilot training is very expensive.
The good news is, financing is often available for flight training. The bad news is, the rates can be high. And did I mention that the training is expensive?
The Cost
Let’s look at the real cost of obtaining your ratings. Remember, at a minimum, you’ll need to get your Private and then Commercial helicopter pilot rating. That’ll cost at least $40,000 that’s if you manage to do it with nearly the minimum number of required flight hours. A more accurate number might be closer to $50,000.
Now unless you have access to a helicopter that you can fly to build another 900 hours of pilot in command time, you’ll likely need to get an entry level helicopter pilot job. In the U.S., that’s a Certified Flight Instructor (CFI) which requires yet another rating. If you want to make yourself more marketable in the future, you’ll likely go for your instrument rating (which will help if you plan on flying in the Gulf of Mexico or in a medevac job) and, if you’re going to do that, you might go for your CFII so you can provide instrument training for other pilots. Getting all that and building the time you need to get the CFI job will add another $10,000 to $20,000 to the cost of your training.
Don’t forget ground school, books and study guides, flight computer and related flight planning tools, test preparation, tests, and check flight costs.
So you’re looking at a total training cost of $50,000 to $80,000. That’s easily as much — if not more — than degree at a private college or university.
Speaking of which, you may want to get a degree while you learn to fly. Some flight schools are associated with major universities and can make that happen. The benefit is that when you finish your education, you’ll have more than just a pilot’s license. You’ll have a degree that can help you get your foot in the door for any aviation business job.
Financing: Do the Math
Many flight schools offer financing through deals they’ve made with local or nationwide financial institutions. One flight school I know not only offers financing to its own students, but extends financing to students at other flight schools. (Why would it do this? Do the math and the answer is easy.)
While it might seem like a no-brainer to you to sign up for financing, stop and think about the deal you’re being offered. What is the interest rate? What’s the payback period? When do payments start? This information is vital to calculate what the loan will cost you in the near and distant future.
One of the commenters on my popular blog post, “The Helicopter Job Market,” wrote:
Also, how is someone to payback an $80K loan at 19% on an entry level salary of 30K/year? That’s a freakin’ house payment each month without having a house! My “off-the-cuff” figuring say’s that equates to about $800 a month for 20-30 years!
His point was on target but his “off-the-cuff” calculations were way off. Using Excel, I calculated $1,271 per month over 30 years — if they give you that long to pay. (The monthly payment is even higher if the loan term is shorter.) That’s a total of $457K. Ouch!
(To be fair, that 19% number quoted by the commenter was evidently the going rate at the end of 2007. The rate is probably much lower now. At least I hope so.)
Do the math.
The simple truth is, financing your training will leave you in deep debt at a point when you’re least likely to be able to pay it off. While I’m not saying you should pay for the whole thing out-of-pocket — although if you can, do it! — you should try to minimize training debt as much as possible. The more you pay up front, the less you’ll pay in the future.
And do you really want to be saddled with a huge loan just when you’re starting out on a new career?
Pay as You Go
One way to minimize training debt is to do your training part time while working at another job. That’s what I did. It took a long time — 18 months to get my private certificate and another six months to get my commercial — but I didn’t have a penny of debt when I was done. (Of course, my other job generated a good cash flow, so I wouldn’t say my situation was typical.)
On a pay-as-you-go plan, you might give the flight school $2,000 on account and then fly and do ground school until it’s done. Then another $2,000 and so on. Obviously, the faster you train, the more money you’ll need to come up with. Perhaps you can work a deal with financing to pay part of the costs as you pay the rest.
Something I did early on was to join AOPA and get an AOPA MasterCard. Back in those days (late 1990s) the card gave cardholders 3% cash back on training and FBO expenses. I’d make my $2,000 account payment on my card and then pay the card balance when it was due to avoid interest charges. I’d then collect 3% of the training costs at the end of the month. While that doesn’t seem like much, it did add up. The card has since switched to a point system that also offers some cash back; I use it for all my flying expenses.
One drawback to the pay-as-you-go method — especially if it considerably slows down training: if you don’t fly often, you’ll need to fly more hours to get and keep the skills you need to pass a check ride. For a while, I only flew once or twice a week; I found in the beginning that I was “rusty” and needed at least half of a flight to relearn motor skills. I also took off an entire summer — you try practicing hovering autorotations in 115°F weather! Because of this, I probably required at least an extra 10-20 hours of dual flight time over the 18 months of my primary training just to be ready for my Private check flight.
The Military Option
If the military is an option, remember that the GI Bill (or whatever they’re calling it these days) will pay for all or part of career flight training. Do your homework to find out what’s involved and whether this can work for you.
If you’re already in the armed services, you might quality for pilot training. There’s nothing better than having your Uncle Sam foot the bill for flight training and pay you to build hours of experience. (Especially, of course, if your Uncle Sam is your mom’s rich brother who needs a pilot.)
If you’re not already in the armed services but you’re young enough to sign up, consider it. It’s not as crazy an idea as you might think. If you’re young, exposure to a disciplined lifestyle and trying circumstances can make you a better, stronger person. It can also help you mature quickly. And you’ll build relationships with other men and women from all over the country — relationships that’ll last a lifetime.
Remember that not all flight schools are eligible to receive GI benefits. Do your homework before you sign anything.
Ignore this at your Peril
Of all the advice I give you in these articles, this one is likely to be the most ignored. Why? Because in our society we want immediate gratification and don’t think twice about going into debt to get what we want.
Sure, you can ignore this advice and finance your entire flight training. Just remember, when you’re struggling as a CFI trying to build time at a flight school that hires all of its students as CFIs — more on that in a later post — that that loan is likely to be a heavy burden when you also need a roof over your head, food in your stomach, and gas in your car to get to work.
Next Up: Some age advice.
After all, I did it. I’m a woman (which, sadly, does matter in this particular field) from a middle-class family with absolutely no aviation background. I waited until I was in my late 30s to start flight training, doing it more as a hobby than a career change. I covered the cost of training to get my private and then commercial ratings. When I realized I was hooked, I set a goal of flying helicopters at the Grand Canyon. 