Private Pilot Flight Training in Oregon
Ready to get started now? Step 1: enroll in our online Private Pilot Ground School!
Or, read on to learn more about the Private Pilot License.
Or, read on to learn more about the Private Pilot License.
When you hear someone talk about having a "pilot's license," they are usually referring to a Private Pilot's License. A Private Pilot License (technically a "certificate" - this is what the FAA calls it) allows the pilot to fly airplanes within the United States' National Airspace System. Private Pilots most frequently fly small airplanes with 2-8 seats, though if one has the resources, they are able to acquire training and certification to fly larger airplanes like turboprops and jets for their own purposes. Sometimes the term "private pilot" is confused with someone whose job it is to fly someone's private jet around, but legally speaking, this is inaccurate. A Commercial Pilot's License is required anytime a pilot is to be paid or compensated to fly. Someone who holds only a Private Pilot's License cannot charge passengers or other parties money in exchange for transportation or airplane rides, unless the pilots themselves are paying at least an equal share of the expense.
Private Pilots are not limited to how far they may fly an airplane from their point of origin. They may carry passengers as well (though not for hire). Private Pilots are allowed to fly during the day and night, over water, and into and out of large airports (though many large airports such as PDX, SEA, etc. will deny the request if the airplane is too slow during busy hours). Private Pilots cannot fly in clouds or in low visibility conditions unless they have received additional training and certification called an Instrument Rating - which is HIGHLY recommended for all pilots, even if they don't plan to fly in inclement weather.
A Private Pilot's License never expires, but all Private Pilots must have completed a Flight Review within the last 24 months in order to keep their license "current" so that they may fly an airplane. This training consists of ground and flight training with a flight instructor. A Private Pilot must also hold any class of current FAA Medical certificate or meet what are known as BasicMed requirements.
All the training requirements for a Private Pilot's License are contained in a detail list at the bottom of this page. Here is a quick view summary of the requirements that must be met in order to acquire a Private Pilot's License:
Private Pilots are not limited to how far they may fly an airplane from their point of origin. They may carry passengers as well (though not for hire). Private Pilots are allowed to fly during the day and night, over water, and into and out of large airports (though many large airports such as PDX, SEA, etc. will deny the request if the airplane is too slow during busy hours). Private Pilots cannot fly in clouds or in low visibility conditions unless they have received additional training and certification called an Instrument Rating - which is HIGHLY recommended for all pilots, even if they don't plan to fly in inclement weather.
A Private Pilot's License never expires, but all Private Pilots must have completed a Flight Review within the last 24 months in order to keep their license "current" so that they may fly an airplane. This training consists of ground and flight training with a flight instructor. A Private Pilot must also hold any class of current FAA Medical certificate or meet what are known as BasicMed requirements.
All the training requirements for a Private Pilot's License are contained in a detail list at the bottom of this page. Here is a quick view summary of the requirements that must be met in order to acquire a Private Pilot's License:
- Be at least 17 years old (however, one may start training at any age) and be able to speak and understand English
- Acquire a Medical Certificate or pass a Flight Physical exam, certifying that the applicant is physically healthy enough to fly.
- Pass a 60-question aviation knowledge test, administered on a computer at a certified testing facility. The most effective way to pass this test is to complete an online ground school course, which will teach you everything you need to pass this test, as well as provide you with the course completion endorsement that is required in order for you to take this test.
- Log at least 40 hours in an airplane before taking the checkride (though averages are closer to 60 hours).
- This 40 hours will consist of training with a Certificated Flight Instructor (aka "CFI") on takeoffs, landings, flight maneuvers, emergency procedures, and flight planning, as well as at least 10 hours of solo flight, during which the applicant will fly in the airplane by themselves (don't worry - you will only be allowed to do this once your instructor knows you can handle it, which is often after 15-20 hours of training with the instructor).
- Pass a "checkride" which consists of an oral test and a practical flying test during which the applicant proves to the examiner that they are knowledgeable enough about aviation, exercise sound and safe judgement, and are skilled enough to operate and fly an airplane through a set of maneuvers.
So how much does it cost? This varies greatly depending on the type of airplane one uses for training, the location of the training, how prepared the student is at each training session, and how quickly they can become proficient flying the airplane, but budget anywhere from $7,000 to $11,000 from start to finish, including the purchase of headset, the examiner fee, and even aircraft rental insurance. Some ways to keep this cost minimized include studying up on each maneuver to be performed during the next flight, renting an older airplane with minimal "glass" instrumentation (refer to the photo to the right: the flight deck on the left consists of "glass," while the cockpit on the right uses standard analog gages), renting small, old, and fuel-efficient aircraft such as a Cessna 150, and enrolling in a "mom and pop" flight school in a rural area. Large flight schools and aircraft rental in large cities tend to be much more expensive. Fortunately, most Portland, Oregon flight schools are actually fairly reasonable with their aircraft rental rates. The use of FAA-approved flight simulators may also help reduce Private Pilot flight training costs. This article explains how to maximize savings during flight training.
In the United States, aviation is federally regulated by a governing body known as the Federal Aviation Administration, or FAA. All civil aircraft within the United States abide by rules set forth by the FAA. These rules are called the Federal Aviation Regulations, or FARs. Flight training can be completed following the rules set forth in one of two different FAA chapters, or "parts," as they are known: Part 61 or Part 141.
Part 141 is a more structured method of training. All flight schools that operate under Part 141 are required to submit their syllabi and lesson plans to the FAA, and these lesson plans must be approved by the FAA. Each lesson is numbered, and each lesson must be completed as described. For example, lesson 24 will must cover certain topics or flight maneuvers. There is very little room for adjustment, which can make things tricky if a student requires more time to master a maneuver. There are also "stage checks," or evaluations that must be successfully completed periodically throughout training. The advantage to 141 training is that it is very organized and the legal minimum number of flight hours required to be eligible to take the checkride is slightly reduced. Most college or university flight programs are operated under Part 141. These college programs can also reduce the legal minimum number of flight hours required to be eligible to fly for an airline. It is also easier, in general, to secure a loan to for Part 141 training, and the GI Bill will only cover Part 141 training. However, Part 141 programs are generally more expensive than Part 61 programs, in part because Part 141 flight schools incur greater expenses due to additional FAA-imposed employee training and aircraft requirements. Part 141 flight schools generally offer a more predictable business model, and there is a reason that the largest flight schools in the United States choose Part 141 as their method of training. Hint: it is not because it saves the student pilot the most money.
Part 61 flight training is much less rigid. Under Part 61, a flight instructor can meet with an aspiring aviator, and between the two of them, they need only complete a number of flight training requirements and tasks listed under Part 61. The flight instructor need not submit any lesson plans to the FAA for approval, nor are lessons required to be completed in a specific order. In general, so long as the boxes under Part 61 are all checked off come the day of the checkride, the FAA does not care what tasks or maneuvers are completed on any given lesson. This type of training allows for much more flexibility, and this is the type of flight training that is recommended in most cases. Why? Because every student is different and each student learns things at a different pace. The ability to adjust the next lesson based on the previous lessons' outcome is extremely beneficial to the student. Further, the reduced flight hour requirements under Part 141 are usually irrelevant because statistically, most students will require much more flight time than the legal minimum, so any potential time or money savings will be negated. Most small "flight schools" or freelance CFIs operate under Part 61. Larger flight schools, such as university programs or other Part 141 flight schools may also operate under Part 61, but it generally not done in practice, as their operations are optimized for Part 141.
Want to become a professional or airline pilot? Typical progression looks like this: First you must obtain your Private Pilot license, typically in single-engine airplane. Next, you will obtain your instrument rating so that you can fly in inclement weather. After that, you will need to obtain a Commercial Pilots license. With this license, you will be able to be paid or compensated to fly. Common low-time commercial pilot jobs include aerial tours, skydiver dropping, pipeline patrol, aerial survey, and banner towing. There are even some small "airline" copilot jobs through the US, Alaska, and Hawaii that may hire a low time Commercial pilot. However, these jobs can still be hard to come by due to limited openings, and some may require 500+ hours of flight experience.
Continuing on towards a career in aviation, you will need a Multi-Engine rating, which will allow you to fly an airplane with more than one engine. Some professional pilots will begin their career as a copilot of a small "private" or "corporate" jet or turboprop, and once you have a Commercial Pilots license with a multi-engine rating and an instrument rating, you will be eligible to be hired for such a job. However, many positions like this require at least 500-1000+ hours of flying experience. To bridge this gap, many pilots will obtain their Flight Instructor Certificate (CFI), which allows them to log all flight time that is accumulated while providing flight instruction to students.
There are many professional pilots who have gone on to have full, successful careers with only a Commercial Pilot certificate, flying all kinds of private and corporate jets all over the world. However, in order to fly for an airline or to be a captain for a charter company in the United States, an Airline Transport Pilot (ATP) certificate is required. This is the highest level of airmen certification in the United States. Depending on the type of flight training you receive, this certificate can be obtained with 750 hours (through the military), 1,000 hours (through a Part 141 4-year collegiate aviation program), 1,250 hours (through a Part 141 2-year aviation program), or 1,500 hours (Part 61 and all other situations) of flight experience logged. There are pros and cons to all types of training, but if cost is of concern to you, make sure to check out this article on how to save money during flight training.
In summary the path to becoming an airline pilot is: Private Pilot License (min 40 hours*) > Instrument Rating > Commercial Pilot License (min 250 hours*) > Multi Engine Rating > Flight Instructor > Airline Transport Pilot (min 1,500 hours*).
*hours required may be reduced if training under Part 141
So how does one get started? If you are ready to begin your journey to become a pilot - as a hobby or as a career - here is the good news: you can get started right now and knock out a significant portion of the requirements before ever stepping foot inside an airplane. As previously mentioned, you will need to pass a 60-question FAA written test. One of the most recommended and widely used paths towards certification is to study for and take this test BEFORE you begin the flying portion of your training. Learning the material before flying will familiarize your brain with concepts and topics so that when you get into the airplane, your brain will make stronger connections much faster and you will learn more efficiently. This can save you a TON of money and frustration, and can significantly reduce the amount of time required before you take your test.
Our suggestion? Enroll in our online ground school which will prepare you for AND provide the required endorsement to take the written test. This ground school is particularly valuable because you will have lifetime access to the program, which will receive lifetime updates as well. You will be able to use the program to review and study for your flight reviews every 24 months. This ground course is also accepted at flight schools nation-wide.
After enrolling in the ground school course, click one of the links below to learn more about our recommended flight training solutions in your area.
In the United States, aviation is federally regulated by a governing body known as the Federal Aviation Administration, or FAA. All civil aircraft within the United States abide by rules set forth by the FAA. These rules are called the Federal Aviation Regulations, or FARs. Flight training can be completed following the rules set forth in one of two different FAA chapters, or "parts," as they are known: Part 61 or Part 141.
Part 141 is a more structured method of training. All flight schools that operate under Part 141 are required to submit their syllabi and lesson plans to the FAA, and these lesson plans must be approved by the FAA. Each lesson is numbered, and each lesson must be completed as described. For example, lesson 24 will must cover certain topics or flight maneuvers. There is very little room for adjustment, which can make things tricky if a student requires more time to master a maneuver. There are also "stage checks," or evaluations that must be successfully completed periodically throughout training. The advantage to 141 training is that it is very organized and the legal minimum number of flight hours required to be eligible to take the checkride is slightly reduced. Most college or university flight programs are operated under Part 141. These college programs can also reduce the legal minimum number of flight hours required to be eligible to fly for an airline. It is also easier, in general, to secure a loan to for Part 141 training, and the GI Bill will only cover Part 141 training. However, Part 141 programs are generally more expensive than Part 61 programs, in part because Part 141 flight schools incur greater expenses due to additional FAA-imposed employee training and aircraft requirements. Part 141 flight schools generally offer a more predictable business model, and there is a reason that the largest flight schools in the United States choose Part 141 as their method of training. Hint: it is not because it saves the student pilot the most money.
Part 61 flight training is much less rigid. Under Part 61, a flight instructor can meet with an aspiring aviator, and between the two of them, they need only complete a number of flight training requirements and tasks listed under Part 61. The flight instructor need not submit any lesson plans to the FAA for approval, nor are lessons required to be completed in a specific order. In general, so long as the boxes under Part 61 are all checked off come the day of the checkride, the FAA does not care what tasks or maneuvers are completed on any given lesson. This type of training allows for much more flexibility, and this is the type of flight training that is recommended in most cases. Why? Because every student is different and each student learns things at a different pace. The ability to adjust the next lesson based on the previous lessons' outcome is extremely beneficial to the student. Further, the reduced flight hour requirements under Part 141 are usually irrelevant because statistically, most students will require much more flight time than the legal minimum, so any potential time or money savings will be negated. Most small "flight schools" or freelance CFIs operate under Part 61. Larger flight schools, such as university programs or other Part 141 flight schools may also operate under Part 61, but it generally not done in practice, as their operations are optimized for Part 141.
Want to become a professional or airline pilot? Typical progression looks like this: First you must obtain your Private Pilot license, typically in single-engine airplane. Next, you will obtain your instrument rating so that you can fly in inclement weather. After that, you will need to obtain a Commercial Pilots license. With this license, you will be able to be paid or compensated to fly. Common low-time commercial pilot jobs include aerial tours, skydiver dropping, pipeline patrol, aerial survey, and banner towing. There are even some small "airline" copilot jobs through the US, Alaska, and Hawaii that may hire a low time Commercial pilot. However, these jobs can still be hard to come by due to limited openings, and some may require 500+ hours of flight experience.
Continuing on towards a career in aviation, you will need a Multi-Engine rating, which will allow you to fly an airplane with more than one engine. Some professional pilots will begin their career as a copilot of a small "private" or "corporate" jet or turboprop, and once you have a Commercial Pilots license with a multi-engine rating and an instrument rating, you will be eligible to be hired for such a job. However, many positions like this require at least 500-1000+ hours of flying experience. To bridge this gap, many pilots will obtain their Flight Instructor Certificate (CFI), which allows them to log all flight time that is accumulated while providing flight instruction to students.
There are many professional pilots who have gone on to have full, successful careers with only a Commercial Pilot certificate, flying all kinds of private and corporate jets all over the world. However, in order to fly for an airline or to be a captain for a charter company in the United States, an Airline Transport Pilot (ATP) certificate is required. This is the highest level of airmen certification in the United States. Depending on the type of flight training you receive, this certificate can be obtained with 750 hours (through the military), 1,000 hours (through a Part 141 4-year collegiate aviation program), 1,250 hours (through a Part 141 2-year aviation program), or 1,500 hours (Part 61 and all other situations) of flight experience logged. There are pros and cons to all types of training, but if cost is of concern to you, make sure to check out this article on how to save money during flight training.
In summary the path to becoming an airline pilot is: Private Pilot License (min 40 hours*) > Instrument Rating > Commercial Pilot License (min 250 hours*) > Multi Engine Rating > Flight Instructor > Airline Transport Pilot (min 1,500 hours*).
*hours required may be reduced if training under Part 141
So how does one get started? If you are ready to begin your journey to become a pilot - as a hobby or as a career - here is the good news: you can get started right now and knock out a significant portion of the requirements before ever stepping foot inside an airplane. As previously mentioned, you will need to pass a 60-question FAA written test. One of the most recommended and widely used paths towards certification is to study for and take this test BEFORE you begin the flying portion of your training. Learning the material before flying will familiarize your brain with concepts and topics so that when you get into the airplane, your brain will make stronger connections much faster and you will learn more efficiently. This can save you a TON of money and frustration, and can significantly reduce the amount of time required before you take your test.
Our suggestion? Enroll in our online ground school which will prepare you for AND provide the required endorsement to take the written test. This ground school is particularly valuable because you will have lifetime access to the program, which will receive lifetime updates as well. You will be able to use the program to review and study for your flight reviews every 24 months. This ground course is also accepted at flight schools nation-wide.
After enrolling in the ground school course, click one of the links below to learn more about our recommended flight training solutions in your area.
- Portland Area (Hillsboro, Vancouver, Camas, Gresham, Tigard, Aurora, etc.)
- Salem
- Albany, Corvallis, Lebanon
- Eugene, Creswell
- Roseburg
- Medford
- Grants Pass
- Ashland
- Central Oregon (Madras, Bend, Prineville, Redmond, Sunriver, La Pine)
- Klamath Falls
Below is a more detailed list of everything that is required in order to acquire a Private Pilot's License. This is taken from the FAA "rulebook" called the Federal Aviation Regulations Chapter 61, which discusses pilot certification and training:
- Be at least 17 years of age (other than Glider or Balloon - 16 years old for these)
- Be able to read, speak, write, and understand English (unless the FAA places operating limits on certificate as necessary)
- Hold a Student, Sport, or Recreational certificate
- Receive logbook Aeronautical Knowledge Test (Written Test) Endorsement from an instructor who
- Conducted training or reviewed the person’s home study course on the Aeronautical Knowledge areas in 61.105(b):
- FARs applicable to PPL limitations, privileges, and flight ops
- Accident reporting requirements and the NTSB
- Use of AIM and FAA Advisory Circulars
- Use of aeronautical charts for VFR navigation using pilotage, dead reckoning, and navigation systems
- Radio communication procedures
- Recognition of critical weather situations from the ground and in flight, windshear avoidance, and the procurement and use of aeronautical weather reports and forecasts
- Safe and efficient operation of aircraft, including collision avoidance and recognition and avoidance of wake turbulence
- Effects of density altitude on T/o and climb performance
- W&B computations
- Principles of aerodynamics, powerplants, and aircraft systems
- Stall awareness, spin entry, spins, and spin recovery techniques
- ADM and judgement
- Preflight action that includes how to obtain information on runway lengths at airports of intended use, data on takeoff and landing distances, weather reports and forecasts, and fuel requirements, as well as how to plan for alternatives if flight cannot be completed as planned or it is delayed.
- Certified that the person is prepared for the knowledge test
- Conducted training or reviewed the person’s home study course on the Aeronautical Knowledge areas in 61.105(b):
- Pass Aeronautical Knowledge Test (written) on 61.105(b)
- Receive Flight Training and a Logbook Endorsement from an authorized instructor WHO CONDUCTED THE TRAINING in the following areas 61.107(b) (Single Engine) AND who certifies that the student is prepared for the practical test:
- Preflight preparation
- Preflight procedures
- Airport base operations
- Takeoffs, landings, and go-arounds
- Performance maneuvers
- Ground reference maneuvers
- Navigation
- Slow flight and stalls
- Basic instrument maneuvers
- Emergency operations
- Night operations
- Postflight procedures
- Student meets the following Aeronautical Experience Requirements:
- At least 40 hours of flight time
- At least 20 of which must be with an authorized instructor
- At least 10 of which must be solo, consisting of:
- 5 hours of solo cross-country ("cross country" meaning flight between takeoff and landing that is greater than 50 nautical miles)
- One solo cross country flight of 150 nm total distance, with full-stop landings at 3 points, and one segment consisting of a straight-line distance of more than 50 nm between takeoff and landing locations
- 3 takeoffs and 3 landings to a FULL STOP, with each landing involving a flight in the traffic pattern, at an airport with an operating control tower
- 3 hours of cross country flight training
- 3 hours of night flight training (between civil twilight & morning civil twilight) that includes:
- One cross-country flight over 100 nm total distance (ie 100 nm there and back, or 50 each way)
- 10 takeoffs and 10 landings to a FULL STOP, with each landing involving a flight in the traffic pattern
- 3 hours of flight training with reference to instruments, including
- Straight & Level flight
- Constant airspeed climbs and descents
- Turns to a heading
- Recovery from Unusual Attitudes
- Radio communications
- Use of navigation systems and radar services appropriate to instrument flight
- 3 hours of flight training in preparation for the Practical Test, which must have been performed within the preceding 2 calendar months from the month of the test
- At least 40 hours of flight time
- Passes Practical Test/Oral
The Private Pilots License is what you will want if you have aspirations for a career in aviation, or if you want fairly unrestricted flight privileges. However, the Sport Pilots License, which carries additional restrictions and limitations but requires less training, may be a good option if your long-term aviation goals are nothing more than to "fly an airplane" and wish to minimize training costs. Certain medical conditions may also make the Sport Pilot License a better option. If medical conditions are not an issue, our personal recommendation is that every aspiring pilot acquire their Private Pilots License no matter their goals in aviation because the additional training will make a safer pilot and will allow easier access to additional growth opportunities as an aviator. The limitations imposed on Sport Pilots make it such that, in most cases, newer and often more expensive aircraft - which are also more difficult to find - are the pilots only option. This negates the idea that Sport Pilot training and certification is any less expensive than Private Pilot certification.