MLCCPilot

I was curious what your professional opinion was for the best path for a career changer. I just turned 43 (late I know) and am unable to start full time training until June as I am currently a teacher. I have about 100k I can spend to do this, but will probably need to a little something for living expenses as my wife can just cover the bills. I have come up with three paths that I am thinking of doing but having trouble deciding which is best.

First and most obvious is academy style school (ATP, Aeroguard) CFI to 1500 and off to regionals. Should be about 100k but nearly no income for 7 or so months, maybe I could Uber here or there. I would have at least the PPL and IR written done before starting. I like the possible direct entry to F9 or Spirit with this option and the 100-hour Multi time ATP offers. But of course, ATP has a bad reputation, and I haven't heard much on Aeroguard.

Second is mom and pop school, although finding one is difficult right now as a bunch wouldn't even return my call to setup an intro flight. But one I did find near me (and liked) says it's 61 thousand (including some time building) from zero to CFII, but only includes 10 hours Multi and no MEI. The pro's are that I can go at a slower pace and work part-time (Still try to be done in a year though) for income. Plus, I would have 35 or so thousand for time-building, or possibly buying a 30k C140 or something else and building a bunch of extra hours outside of CFIing. Additionally, I can start working on my PPL now and hopefully have that done before I could even start at a full-time school.

Lastly is the hybrid, do my PPL at the mom and pop. Then off to ATP for everything else (I don't think Aeroguard has a start with PPL program) and then CFI. I should save a few dollars this way and shave some time off the no-income period at ATP.

Which would you do? or is there an option I haven't thought of?

Thank You

TiredSoul

Part 61 mom ‘n pop shop with a caveat.
They need to have a serious understanding of how to do this the most efficient way and how to legally combine requirements in order to get you more ratings for the same money.
For example doubling up your CPL and CFI training. This easily saves you 15-20 hrs of (dual) training. Start your CFI ground training at 200 hrs and your CPL/CFI flight training around 220. Plan to use the same examiner for both and use the CPL checkride as a general rehearsal for the CFI.
Ask the examiner for critique. This was a pass on the CPL but would have been a fail on the CFI and so on.
Fly cross countries as part of your instrument training. Lots of them. Do a lot of your instrument rating at night.
You need a school that understands the intricacies and willing to work with you.
Lots of things during the private that will benefit the instrument training without costing extra money. Standard rate turns, constant rate climbs and descents, you can learn of al this during your private pilot training.
You can’t do any of this under Part 141 as you need to stick to the letter of the lesson.
Also with a ‘big’ academy you loose the scheduling flexibility.

actionseed

I was also 43 and a former teacher when I started full time flight training (although I had worked as an electrician for a couple years after quitting teaching). I tried starting out at a part 61 and still working, but soon ended up deciding that would take way longer and end up costing more in the long run. I went to Sling Pilot Academy near LAX and got all my ratings except multi, but that was just because I used up my hours before finishing multi.

I then instructed at a mom and pop part 61 school for about six months, did aerial survey for a summer, and flew SIC in a Citation XL for a year. That’s how I got my 1500. Most of the people in my ATP-CTP class instructed to 1500, and a few did survey, military, or part 135 like me. All these options have their strengths and weaknesses but I personally feel much more confident having the part 135 experience and prior turbine time — I’m not saying I’ma better pilot, just personally more confident than before I did that flying.

You mentioned Aeroguard, and I see they have a tuition reimbursement program with Skywest. Sling Pilot Academy is probably about 15 grand cheaper than ATP but only has SoCal locations. I highly recommend an accelerated program, partly because of my experience and partly because of how important timing and seniority is — get in while they’re still hiring like crazy!

Good luck!

TiredSoul

You can train just as fast or as much at a Part 61 school, there just needs to be an understanding that part of your choice for them is scheduling flexibility.
Two flights a day equals 3hrs a day.
One day off, one day where weather is unsuitable and that’s 15hrs/week for a 3-4 week PPL.
Some days start at the crack of dawn, some days two flights back to back with a 30-45min break at another airport in the evening.
You’ll have plenty of scheduling issues at larger 141 schools as stage checks are prioritized and aircraft breaking down and solo students coming back late all jeopardize the daily scheduling.

This is a dangerously misleading statement.
1500hrs even in ideal conditions without family, finances or simply life intervening takes 1.5-2 years to accomplish.
Prior to that rule…yes you could be Zero- right away regional in 4-5 months.
Ideally you should consider life changes when the economy has tanked and flightschools are bending over backwards and begging for your business.
Apparently humans are genetically predisposed with a squirrel mentality.

MNFlyer4531

I have been looking into this as well and everyone I talk to says 2.5-3 yrs at the quickest to get to 1500 hrs. Getting to 1500 hrs seems to be the hardest/most uncertain part of the journey when you are in a hurry. (I'm about to turn 40).

MLCCPilot

Thanks For the input, I called the place I did the intro flight with, and they said they would be willing to double up the CPL and CFI training as long as I proved to them I was a student who could handle it. Which I can totally understand.

I think it was you in another thread that talked about when flying checking as many "boxes" as possible. I took that to heart and plan to do exactly that most of my PPL will be in the evening and if I do bite the bullet and purchase my own plane, I would fly a lot of CC as opposed just pattern work and flying around my house.

MLCCPilot

Thank You,

Yes, Aeroguard has that deal with Skywest, but they are a yearlong program and won't give credit for a PPL. Also, ATP has the same deal with Skywest.

MLCCPilot

1500 is diffidently the longest and hardest part. Although honestly my only rush is to get a seniority number at a "forever" job and have some QOL back by 50. The one "nice" thing coming from teaching is that a decently busy CFI earns almost as much as I do teaching.

TiredSoul

You’re welcome.
It doesn’t take much to up the value of the training for the Private.
I’ve had pre-solo students fly Commercial maneuvers like 8’s on pylons with a little coaching. It’s all about how it is introduced.
Also cross country flying comes in various levels. VOR tracking inbound/outbound, Airway flying etc.
Cross country can be sitting for 5 hrs flying over Iowa or it can be crossing Class C/B airspace, radar service en flying three instrument approaches at your destination.
My home airport (Class D) doesn’t have any Instrument Departure procedures so I would make one up, name it after my student and print it out.
Here is the Kevin-One Departure runway 5.
Climb runway heading 1500’ turn right heading 120, intercept R-090 from the VOR, climb and maintain 2500-4500 (depending on ceiling for the day) At 10 DME procedure turn to the right and track R-090 inbound.
That can even be done with a Private pilot student without the hood just for giggles.
All it takes is 30min of groundschool to explain.
It’s all about laying the foundation.
I would actually love to do a zero-CFI again lol.

PotatoChip

If you're gunning for speed it's hard to argue against a well established part 141 school with an accelerated program. I have no qualms going p61, however it has to be the right fit for all parties. One of the big hurdles at a mom and pop is ensuring you have access to an instructor who is committed to your learning and progressing as fast as possible (at the fastest pace you can handle). You don't want to be in a position where you're cruising along and your instructor leaves for a regional or p91 job. At a place like ATP, no big deal, plenty of instructors to pick you up; at mom and pop, not always the case. Point is, know the instructors, and know if they can handle what you're asking for.