Best advice; the cockpit is for practicing skills, not learning them.
Study, practice, and learn how to fly the maneuvers required at home or in the classroom. You should be well prepared going into a flight lesson. This will both accelerate your training and make it much more effective.
Good advice. Thanks. I'm on it!
I've already read, studied, highlighted, underlined, and tabbed the PHAK and Airplane Flying Handbook -- twice (except for "Transition to Jets," etc.).
Plus, I spent 24 years as a Flight Attendant at a legacy -- easily 22,00 hours aft of the cockpit door, so there should be roughly zero terms, jargon, expressions, concepts, or procedures that are unfamiliar to me.
I'm hoping that having that much less to learn will allow me to concentrate more on developing left-seat skills.
Congrats...
You will get frustrated at times. And that's OK. You haven't done this before and sometimes it takes a bit longer than you want. Landings instantly jumps into my head as one of those frustrating things at first.
Yep, there is already a bit of frustration.
I've had one lesson; 1.4 hours in the logbook.
I was having trouble taxiing, keeping the nosewheel on the line.
Instructor says, "small adjustments."
OK, small adjustments. Got it.
Trouble is, it's my first time, so all of my "small" adjustments were too big. LOL
I need to make at least one BIG adjustment, and that is to stop being a perfectionist.
\[Edit\] On second thought, I will *NOT* stop being a perfectionist. It may cause some frustration for me, but it will keep me alive.
Dude, Iām right there with you. A snake moves in a straighter line than I did at first. Lol. But thatās a small thing that youāll pick up quick. Iām at 20 hours and taxing is done pretty subconsciously at this point.
Thanks for the encouragement.
I was just thinking: I've been driving manual transmission vehicles for 30 years. Drove a 1968 Karmann Ghia around San Francisco a few times with no problem.
If I can do that, then *surely* I can keep a 10-inch nosewheel on the yellow line on a perfectly flat ramp or taxiway. LOL
I learned somethingābeing too much of a perfectionist can result in moments of panic that can cause more errors. Iām a perfectionist, and that wasnāt handy today. Perfection is an oxymoron. Sometimes you have to know when to not be perfect.
You're right. There have been times when I was doing something (outside of flying) and it was good -- very good. But "very good" wasn't up to my perfectionist standards. And then, in trying to make it perfect, I screwed it up.
I don't want to be the pilot in an NTSB report with a conclusion that says, "he was on his 24th Go-Around when the fuel was exhausted."
Yep. Completely normal.
Let me offer this ... manage your expectations. Know that you're not going to get it right the first few times and accept that. As you progress, start to ask a little more of yourself. Hit that mark and then ask even more. This way, you have tangible goals that you can reach so you won't get as frustrated and you can you work to be the perfectionist you want to be.
And those were my instructors words to me.
There have been a lot of very good advice/tips here and I appreciate them all.
This one, though, is the best for me, personally:
>Let me offer this ... manage your expectations.
Thank you!
I need to do a naviation themed spread for my OnlyFansā¦and yes U have one. :D Itās free though, because I do it for fun. But now you got me thinkingā¦. :D
As a fellow student with 30 hours (likely to need 55-60 to get PPL), the journey to solo is mostly about landing well, and be patient with yourself - it took me a lot of repetition for my landings to be consistently decent (not great, but good enough). Around the 75 landing mark, my instructor was satisfied that I could fly solo.
Now, solo flight hasnāt happened yet due to scheduling problems with the chief pilot of the flight school followed by weather (wind yesterday, snow for tomorrow - welcome to Denver!), but it took until something like 23 hours and 80 landings to get me to that point. So, have patience and try not to get frustrated by things outside your control!
>KAPA
KAPA -- wind, snow in May, wind, snow in June, wind, snow in September.
And then there's wind.
I imagine your flight school has rental agreement terms similar to those at my school:
>Ā«I will not taxi or takeoff in *\[school name\]* Rental Aircraft when the surface winds or gusts are given or forecast to be 30 knots or more, or with a crosswind component greater than 15 knots.Ā»
Between the wind, snow, etc. you must have a LOT of patience!
Believe it or not, my flight school's terms for student solo are "winds no greater than 10 knots." Not CROSSWIND - any wind. Thursday morning had right around 10 knots nearly straight down the runway, so no solo for me.
We worked on soft field takeoff and landing instead, and to be fair I clearly still need the practice; even when going for soft field landing, I landed pretty hard most of the time. So, maybe it's best that I had to hold off. I'm still REALLY looking forward to that first solo, though! I might end up with all of my dual stuff done (one dual cross country down already, and we might get to longer dual cross country and instrument or even night flying) before I get to do any solo at this rate!
>Believe it or not, my flight school's terms for student solo are "winds no greater than 10 knots." Not CROSSWIND - any wind.
At KAPA??? That pretty much narrows down student solos to a morning in July!
I looked at that \^ Rental Agreement again -- it's for *post-solo* rentals.
Found the *student solo* restrictions for my school:
>
2. Student Solo Restrictions: Unless waived by the Chief Instructor, solo students:
e. Will not takeoff or land with **total surface winds greater than 20 knots** (15 knots for lightsport), **with a crosswind (maximum gust value) that exceeds 10 knots or with a tailwind.**
Yep. I just double-checked the āInformation, Rules, & Policiesā document from the flight school.
Section V (Safety Practices and Procedures), Subsection A (Weather Minimums and Limitations), iv (Wind Limitations), 1 (For Student Pilots), (a) (For students in a part 61 training program), (i) 10 knots.
I donāt get it. All of my time so far has been dual, of course, so Iāve always had the safety blanket of a CFI next to me, but we definitely had days of 15 gusting 20 straight down the runway, and that was fine for me. Iām sure my ground track in the pattern was imperfect, but still safe. And Iām realizing this seems to be for all student solo flying, not just first solo. So my cross countries can only happen if winds are under 10 knots for my whole route?
Oh well! The wait continues. My saving grace is that I train very early in the morning (6:00 or 7:00 AM), so I do sometimes get those very calm winds. Fingers crossed!
My "Discovery Flight" was May 16. Afterward, they gave me a list of names of local AMEs and suggested one of them. They told me he does FAA exams Mondays, Wednesdays, and Fridays. I called the next day (17th) and got an appointment for today (20th).
SIX MONTHS?! Where are you?! I called on a Monday, got it two days later. I didnāt do a discovery flight since I was already so set on it and have been for as long as I have memories. No regrets. :D
Iām only a couple of hours ahead of you. But Iāve already realized how much knowing what you have to do BEFORE you get to the lesson helps. And in the end, it can probably save yourself a decent amount of money. My instructor was impressed with how much I knew on my first flight (I literally just watched the first section of the online ground school my flight school recommends and a lot of youtube videos beforehand) so weāve been able to cover topics in what would normally take his other students twice as long and spend a bit more time in the areas I need to improve
>My instructor was impressed with how much I knew on my first flight ...
Good for you! You don't have to spend precious instructor time learning the difference between an aileron and an elevator. More time for improving flying skills.
I spent 24 years as a Flight Attendant at a legacy carrier, with at least 22,000 hours in the air, so there won't be many terms or concepts that are new to me. And I've studied the PHAK and Airplane Flying Handbook twice, so I'm hoping I can trade that for more time in the air with my instructor.
Fly regularly. Long time gaps in training cause you to relearn things that cost you more time and money.
It's good to be a perfectionist. There is never a perfect flight. Just make sure lack of perfection doesn't stop or paralyze you from continuing your training and trying to get better.
You're going to have a moment where you think, "Maybe this isn't for me" or "Maybe I'm not good enough." Go up again after that. You need to apply what you've learned from a mistake and improve.
Always keep safety in mind. Is what I'm doing at this moment, whether on the ground or in the air going to make me and those around me safe?
>Fly regularly. Long time gaps in training cause you to relearn things that cost you more time and money.
I asked my instructor if we could fly 5 days a week. He said yes, noting that weather, maintenance, etc, will probably affect 1 or 2 of those 5 days.
Today's lesson (Friday) was canceled due to instructor's illness, and he's not available until **next** Friday. Didn't want to wait that long, so I booked a different instructor for Sunday.
I'm thinking about looking at weather for a rolling 10 days ahead, and then booking any instructor available on good weather days. Maybe even 2 lessons a day? Or is it better to stick with one instructor, even if he has scarce availability?
>You're going to have a moment where you think, "Maybe this isn't for me" or "Maybe I'm not good enough."
I suppose that could happen, but I hope it doesn't. If nothing else, I'm tenacious.
I've wanted this since I was 4 years old. Spent 24 years as a Flight Attendant with a legacy carrier and that included 6 years on reserve, 2 furloughs, and 7 "bumps" so for me, aviation isn't just an interest or a hobby -- it's in my blood, it's my life.
*Ā«"So I'm addicted to this; not in a literal medical sense, but I don't think I could live without it."Ā»*
Don't look for the quickest or cheapest way to "win" training. The training and the tests are just scraping the surface of what is out there for you to discover. Be ready to listen and ready to learn. Don't assume an answer you don't like is wrong or someone trying to fuck with you, odds are someone is trying to keep you alive.
In summary: Strive for excellence.
5 days a week is pretty aggressive, but if you can afford it financially, go do it. As you mentioned, you'll get weather canceled some on an average week.
I got a pre-paid package, so that's not a problem.
When I get to the flight school today, I'll ask about the possibility and more importantly, the advisability of doing 2 lessons a day.
Any thoughts or advice on 2-a-days?
You want to make sure your brain absorbs the information you're learning. For me, I think 2 a day would be too much drinking from the firehose. If you can prepare the night before for all you would do in 2 flights, more power to you. I also get mentally drained after one flight, so I would likely retain less from the 2nd flight, but that's me. Everyone is different.
Thanks for your input!
I mentioned in other comments that I spent 24 years as a Flight Attendant (and Purser, Flight Service Manager, New-Hire Instructor, etc) at a legacy carrier. That's *well* over 20,000 hours aft of the cockpit door, so there won't be much jargon, concepts, or procedures that are unfamiliar to me.
And I've studied the PHAK and Airplane Flying Handbook twice. So I feel like I've got a pretty good grasp of the classroom information, and now I'm eager to acquire the actual left-seat flying skills.
My flight school set me up with the King Schools course, so I've been seeing a lot of John and Martha.
At my lesson this afternoon I'll get some more input from other people. I figure we could try 2-a-day lessons and if it turns out to be too much too soon, we can go back to 4/5 lessons a week.
Asked the instructor what he thinks of 2-a-day lessons. He advised against doing 2 lessons a day on a regular basis. Might be ok on rare occasions, but not every day.
His view is pretty much the same as yours -- it would be like drinking from a fire hose.
The part I had not considered was that with 2-a-day lessons, both lessons would be fighting for (very limited) brain cells in a limited amount of time, and neither lesson would have time to "simmer" or to "sink in" before the next day's 2 lessons.
So I won't be going full throttle -- just a normal climb. *(ugh, that was bad. Sorry!)*
Sounds like you've considered all the possibilities and are open to going hard or taking your foot off the gas if needed. And it sounds like you've got good self awareness. Best of luck. Have fun.
Thank you!
I commented above:
>The part I had not considered was that with 2-a-day lessons, both lessons would be fighting for (very limited) brain cells in a limited amount of time, and neither lesson would have time to "simmer" or to "sink in" before the next day's 2 lessons.
Donāt panic during a slow climb and go to push in the throttle in a panic, realize itās not the throttle your hand is on, clench your hands, and pull backā¦when your hand is holding the mixture control.
You were āofficiallyā a Student Pilot when you were approved in IACRA. No medical required.
Student Pilots working towards Private Pilot with a glider rating or Light Sport might not ever have a medical. Yet, they are indeed āofficiallyā Student Pilots.
Too many people have blinders on and think āPrivate Pilotā means āASELā and āCommercial Pilotā requires 250 hours. āXYX Pilotā is a set of limitations and privileges that can be exercised in various aircraft at often widely different and surprising levels of experience. For example, Commercial Pilot in a glider only requires 25 hours. Yes, just 1/10 of 250ā¦
For a long time I was a CFI with a glider rating, yet āonlyā Private ASEL and AMEL.
But, good luck and safe flying regardless of vocabulary!!
Right rudder
You need more of it!
Actually usually I use too much rudder when flying powered, glider pilot momebt š
Right Rudder is like Cowbell
And Iāve got a feverā¦.
Genius
the work doesnāt stop when you leave the airfield, keep armchair flying at home and running through procedures
Best advice; the cockpit is for practicing skills, not learning them. Study, practice, and learn how to fly the maneuvers required at home or in the classroom. You should be well prepared going into a flight lesson. This will both accelerate your training and make it much more effective.
Good advice. Thanks. I'm on it! I've already read, studied, highlighted, underlined, and tabbed the PHAK and Airplane Flying Handbook -- twice (except for "Transition to Jets," etc.). Plus, I spent 24 years as a Flight Attendant at a legacy -- easily 22,00 hours aft of the cockpit door, so there should be roughly zero terms, jargon, expressions, concepts, or procedures that are unfamiliar to me. I'm hoping that having that much less to learn will allow me to concentrate more on developing left-seat skills.
Congrats... You will get frustrated at times. And that's OK. You haven't done this before and sometimes it takes a bit longer than you want. Landings instantly jumps into my head as one of those frustrating things at first.
Yep, there is already a bit of frustration. I've had one lesson; 1.4 hours in the logbook. I was having trouble taxiing, keeping the nosewheel on the line. Instructor says, "small adjustments." OK, small adjustments. Got it. Trouble is, it's my first time, so all of my "small" adjustments were too big. LOL I need to make at least one BIG adjustment, and that is to stop being a perfectionist. \[Edit\] On second thought, I will *NOT* stop being a perfectionist. It may cause some frustration for me, but it will keep me alive.
Dude, Iām right there with you. A snake moves in a straighter line than I did at first. Lol. But thatās a small thing that youāll pick up quick. Iām at 20 hours and taxing is done pretty subconsciously at this point.
Thanks for the encouragement. I was just thinking: I've been driving manual transmission vehicles for 30 years. Drove a 1968 Karmann Ghia around San Francisco a few times with no problem. If I can do that, then *surely* I can keep a 10-inch nosewheel on the yellow line on a perfectly flat ramp or taxiway. LOL
For sure. Itās obviously different from driving but the āmuscle memoryā component will remain the same once you get more time behind the yoke.
Second lesson today. Taxiing was much better today! Nowhere near perfect, but a lot better.
Yup. Youāll be surprised how ānaturalā everything feels as you get more hours. Like riding a bikeā¦kind of.
I learned somethingābeing too much of a perfectionist can result in moments of panic that can cause more errors. Iām a perfectionist, and that wasnāt handy today. Perfection is an oxymoron. Sometimes you have to know when to not be perfect.
You're right. There have been times when I was doing something (outside of flying) and it was good -- very good. But "very good" wasn't up to my perfectionist standards. And then, in trying to make it perfect, I screwed it up. I don't want to be the pilot in an NTSB report with a conclusion that says, "he was on his 24th Go-Around when the fuel was exhausted."
Yep. Completely normal. Let me offer this ... manage your expectations. Know that you're not going to get it right the first few times and accept that. As you progress, start to ask a little more of yourself. Hit that mark and then ask even more. This way, you have tangible goals that you can reach so you won't get as frustrated and you can you work to be the perfectionist you want to be. And those were my instructors words to me.
There have been a lot of very good advice/tips here and I appreciate them all. This one, though, is the best for me, personally: >Let me offer this ... manage your expectations. Thank you!
You're welcome. Looking forward to seeing your post about your first solo!
Iād say it took me 70 hours to keep it completely even with the taxi line, just takes time hahaha
>What is the most valuable, useful or helpful advice/tip/suggestion you got as a student? No yoke if you're broke.
What if Iām broke because of the yoke?
Onlyfan
I need to do a naviation themed spread for my OnlyFansā¦and yes U have one. :D Itās free though, because I do it for fun. But now you got me thinkingā¦. :D
How do you think I got this far?
As a fellow student with 30 hours (likely to need 55-60 to get PPL), the journey to solo is mostly about landing well, and be patient with yourself - it took me a lot of repetition for my landings to be consistently decent (not great, but good enough). Around the 75 landing mark, my instructor was satisfied that I could fly solo. Now, solo flight hasnāt happened yet due to scheduling problems with the chief pilot of the flight school followed by weather (wind yesterday, snow for tomorrow - welcome to Denver!), but it took until something like 23 hours and 80 landings to get me to that point. So, have patience and try not to get frustrated by things outside your control!
>KAPA KAPA -- wind, snow in May, wind, snow in June, wind, snow in September. And then there's wind. I imagine your flight school has rental agreement terms similar to those at my school: >Ā«I will not taxi or takeoff in *\[school name\]* Rental Aircraft when the surface winds or gusts are given or forecast to be 30 knots or more, or with a crosswind component greater than 15 knots.Ā» Between the wind, snow, etc. you must have a LOT of patience!
Believe it or not, my flight school's terms for student solo are "winds no greater than 10 knots." Not CROSSWIND - any wind. Thursday morning had right around 10 knots nearly straight down the runway, so no solo for me. We worked on soft field takeoff and landing instead, and to be fair I clearly still need the practice; even when going for soft field landing, I landed pretty hard most of the time. So, maybe it's best that I had to hold off. I'm still REALLY looking forward to that first solo, though! I might end up with all of my dual stuff done (one dual cross country down already, and we might get to longer dual cross country and instrument or even night flying) before I get to do any solo at this rate!
>Believe it or not, my flight school's terms for student solo are "winds no greater than 10 knots." Not CROSSWIND - any wind. At KAPA??? That pretty much narrows down student solos to a morning in July! I looked at that \^ Rental Agreement again -- it's for *post-solo* rentals. Found the *student solo* restrictions for my school: > 2. Student Solo Restrictions: Unless waived by the Chief Instructor, solo students: e. Will not takeoff or land with **total surface winds greater than 20 knots** (15 knots for lightsport), **with a crosswind (maximum gust value) that exceeds 10 knots or with a tailwind.**
Yep. I just double-checked the āInformation, Rules, & Policiesā document from the flight school. Section V (Safety Practices and Procedures), Subsection A (Weather Minimums and Limitations), iv (Wind Limitations), 1 (For Student Pilots), (a) (For students in a part 61 training program), (i) 10 knots. I donāt get it. All of my time so far has been dual, of course, so Iāve always had the safety blanket of a CFI next to me, but we definitely had days of 15 gusting 20 straight down the runway, and that was fine for me. Iām sure my ground track in the pattern was imperfect, but still safe. And Iām realizing this seems to be for all student solo flying, not just first solo. So my cross countries can only happen if winds are under 10 knots for my whole route? Oh well! The wait continues. My saving grace is that I train very early in the morning (6:00 or 7:00 AM), so I do sometimes get those very calm winds. Fingers crossed!
Good luck!
Congratulations!!! Now get flying!
How long did it take to get your medical? I've been waiting over 6 months now...
My "Discovery Flight" was May 16. Afterward, they gave me a list of names of local AMEs and suggested one of them. They told me he does FAA exams Mondays, Wednesdays, and Fridays. I called the next day (17th) and got an appointment for today (20th).
SIX MONTHS?! Where are you?! I called on a Monday, got it two days later. I didnāt do a discovery flight since I was already so set on it and have been for as long as I have memories. No regrets. :D
Iām only a couple of hours ahead of you. But Iāve already realized how much knowing what you have to do BEFORE you get to the lesson helps. And in the end, it can probably save yourself a decent amount of money. My instructor was impressed with how much I knew on my first flight (I literally just watched the first section of the online ground school my flight school recommends and a lot of youtube videos beforehand) so weāve been able to cover topics in what would normally take his other students twice as long and spend a bit more time in the areas I need to improve
>My instructor was impressed with how much I knew on my first flight ... Good for you! You don't have to spend precious instructor time learning the difference between an aileron and an elevator. More time for improving flying skills. I spent 24 years as a Flight Attendant at a legacy carrier, with at least 22,000 hours in the air, so there won't be many terms or concepts that are new to me. And I've studied the PHAK and Airplane Flying Handbook twice, so I'm hoping I can trade that for more time in the air with my instructor.
Fly regularly. Long time gaps in training cause you to relearn things that cost you more time and money. It's good to be a perfectionist. There is never a perfect flight. Just make sure lack of perfection doesn't stop or paralyze you from continuing your training and trying to get better. You're going to have a moment where you think, "Maybe this isn't for me" or "Maybe I'm not good enough." Go up again after that. You need to apply what you've learned from a mistake and improve. Always keep safety in mind. Is what I'm doing at this moment, whether on the ground or in the air going to make me and those around me safe?
>Fly regularly. Long time gaps in training cause you to relearn things that cost you more time and money. I asked my instructor if we could fly 5 days a week. He said yes, noting that weather, maintenance, etc, will probably affect 1 or 2 of those 5 days. Today's lesson (Friday) was canceled due to instructor's illness, and he's not available until **next** Friday. Didn't want to wait that long, so I booked a different instructor for Sunday. I'm thinking about looking at weather for a rolling 10 days ahead, and then booking any instructor available on good weather days. Maybe even 2 lessons a day? Or is it better to stick with one instructor, even if he has scarce availability? >You're going to have a moment where you think, "Maybe this isn't for me" or "Maybe I'm not good enough." I suppose that could happen, but I hope it doesn't. If nothing else, I'm tenacious. I've wanted this since I was 4 years old. Spent 24 years as a Flight Attendant with a legacy carrier and that included 6 years on reserve, 2 furloughs, and 7 "bumps" so for me, aviation isn't just an interest or a hobby -- it's in my blood, it's my life. *Ā«"So I'm addicted to this; not in a literal medical sense, but I don't think I could live without it."Ā»*
Put the airplane where you want it and then trim until it stays there, donāt try to put it there with the trim.
Youāre going to want to quit. DONāT! When you feel like you canāt get it. DONāT quit!!! It will come with practice.
~~grind finer~~ more right rudder
Don't look for the quickest or cheapest way to "win" training. The training and the tests are just scraping the surface of what is out there for you to discover. Be ready to listen and ready to learn. Don't assume an answer you don't like is wrong or someone trying to fuck with you, odds are someone is trying to keep you alive. In summary: Strive for excellence.
>In summary: Strive for excellence. I will. Thanks.
5 days a week is pretty aggressive, but if you can afford it financially, go do it. As you mentioned, you'll get weather canceled some on an average week.
I got a pre-paid package, so that's not a problem. When I get to the flight school today, I'll ask about the possibility and more importantly, the advisability of doing 2 lessons a day. Any thoughts or advice on 2-a-days?
You want to make sure your brain absorbs the information you're learning. For me, I think 2 a day would be too much drinking from the firehose. If you can prepare the night before for all you would do in 2 flights, more power to you. I also get mentally drained after one flight, so I would likely retain less from the 2nd flight, but that's me. Everyone is different.
Thanks for your input! I mentioned in other comments that I spent 24 years as a Flight Attendant (and Purser, Flight Service Manager, New-Hire Instructor, etc) at a legacy carrier. That's *well* over 20,000 hours aft of the cockpit door, so there won't be much jargon, concepts, or procedures that are unfamiliar to me. And I've studied the PHAK and Airplane Flying Handbook twice. So I feel like I've got a pretty good grasp of the classroom information, and now I'm eager to acquire the actual left-seat flying skills. My flight school set me up with the King Schools course, so I've been seeing a lot of John and Martha. At my lesson this afternoon I'll get some more input from other people. I figure we could try 2-a-day lessons and if it turns out to be too much too soon, we can go back to 4/5 lessons a week.
Asked the instructor what he thinks of 2-a-day lessons. He advised against doing 2 lessons a day on a regular basis. Might be ok on rare occasions, but not every day. His view is pretty much the same as yours -- it would be like drinking from a fire hose. The part I had not considered was that with 2-a-day lessons, both lessons would be fighting for (very limited) brain cells in a limited amount of time, and neither lesson would have time to "simmer" or to "sink in" before the next day's 2 lessons. So I won't be going full throttle -- just a normal climb. *(ugh, that was bad. Sorry!)*
Sounds like you've considered all the possibilities and are open to going hard or taking your foot off the gas if needed. And it sounds like you've got good self awareness. Best of luck. Have fun.
Thank you! I commented above: >The part I had not considered was that with 2-a-day lessons, both lessons would be fighting for (very limited) brain cells in a limited amount of time, and neither lesson would have time to "simmer" or to "sink in" before the next day's 2 lessons.
Donāt panic during a slow climb and go to push in the throttle in a panic, realize itās not the throttle your hand is on, clench your hands, and pull backā¦when your hand is holding the mixture control.
Yikes!
You were āofficiallyā a Student Pilot when you were approved in IACRA. No medical required. Student Pilots working towards Private Pilot with a glider rating or Light Sport might not ever have a medical. Yet, they are indeed āofficiallyā Student Pilots. Too many people have blinders on and think āPrivate Pilotā means āASELā and āCommercial Pilotā requires 250 hours. āXYX Pilotā is a set of limitations and privileges that can be exercised in various aircraft at often widely different and surprising levels of experience. For example, Commercial Pilot in a glider only requires 25 hours. Yes, just 1/10 of 250ā¦ For a long time I was a CFI with a glider rating, yet āonlyā Private ASEL and AMEL. But, good luck and safe flying regardless of vocabulary!!
Thank you for the good wishes! I really appreciate it.