My Journey to Becoming a Pilot

 

A New Beginning

Having my role made redundant at one of my previous jobs turned out to be a blessing in disguise, opening the door to pursuing my lifelong aviation ambitions.

Early Dreams and Challenges

Three years before redundancy, I achieved a lifelong goal by qualifying for a private pilot’s license. As a young boy, I was fascinated by flying but believed my glasses would prevent me from becoming a pilot—a misconception I later overcame.

Overcoming Physical Barriers

Earlier in life, I was not in peak physical condition. Getting fit and passing the medical examination was my first significant hurdle, which I successfully cleared.

Academic and Practical Requirements

Qualifying as a private pilot required passing seven written exams covering:

• Air Law and Operational Procedures

• Aircraft General and Principles of Flight

• Flight Performance and Planning

• Human Performance and Limitations

• Meteorology

• Navigation and Radio Navigation

• Radio Telephony Communications

Additionally, I needed a minimum of 40 hours of flying experience, culminating in two flight tests: a navigational flight test and a general handling flight test.

Training Challenges in the UK

Flight training in the UK presented unique challenges, primarily due to unpredictable weather and high costs. Lessons were expensive, as they included the instructor’s fee, unlike simply renting a plane post-qualification. Most UK pilots complete their training over a year, but it took me five years due to working full-time and weather-related disruptions.

First Attempt: Biggin Hill

I began training at a private flying club at Biggin Hill airfield. The long drive and frequent weather-related cancellations dampened my enthusiasm, leading me to take a break.

Second Attempt: Fairoaks

Later, I trained at Fairoaks airfield near Woking, Surrey, where I completed my first solo flight in a Piper PA28 Warrior. However, the high costs near London forced another pause.

Final Success: Redhill

During short-term work assignments, I had more flexibility to train midweek. I found a cost-effective flight school at Redhill, near London Gatwick. The location and supportive environment allowed me to complete my training, and I qualified as a private pilot in August 2000.

Inspiration and Ambitions

Growing up, images of pilots in films like Airport fueled my passion. After redundancy, I envisioned working nine months a year in tax and accounting, then flying business jets for three months during the quieter tax season, balancing financial stability with my aviation dreams.

Exploring Airline Flying: ATOP Course

In September 2001, I attended the Airline Transport Orientation Program (ATOP) in Denver, Colorado, a two-day course at a major airline’s training facility. The course focused on the Boeing 737-200, covering:

• Day 1: Basic systems training and cockpit simulator drills.

• Day 2: Full-motion simulator flights, including instrument landing system approaches and simulated emergencies.

I also earned an FAA high-altitude endorsement, qualifying me to fly pressurized aircraft through additional ground training and a simulator check flight. The course introduced me to airline operations alongside diverse participants, from students to experienced pilots.

9/11

The 9/11 attacks, occurring shortly after my return to the UK, deeply affected me. I had been in the US the week before, training alongside US aircrews in Denver, Colorado. 

Navigating Aviation Regulations

There was a UK regulation limiting glasses prescription strength for initial airline pilot medicals, a restriction absent in the US.

I also learned I could bypass the UK restriction by obtaining an American commercial pilot’s license first and then converting it to a UK one. Many European aircraft are US-registered, allowing me to fly professionally with an American license.

Intensive Retraining

My retraining budget when made redundant supported pursuing a commercial pilot’s license. Within a month, I passed the highest American medical standard for airline pilots and committed to intensive flight training, often flying multiple times daily.

New Qualifications

During this period, I earned:

• UK Instrument Rating(R): Enabled flying in clouds and low visibility, using navigation and instrument landing systems akin to commercial airliners. The instrument hours counted toward an American instrument rating.

• Complex Aircraft Training: Qualified me to fly planes with retractable undercarriage and adjustable propellers.

• Night Rating: Allowed flying at night, navigating and landing using runway edge lighting, even without a landing light.

Instrument Training

Instrument training involved flying under a hood to simulate low-visibility conditions, relying solely on instruments. I passed the written instrument exam and the instrument flight test, navigating and landing without external visibility.

Final Status

With over 350 hours of flight experience, I exceeded the 250-hour requirement for an American commercial pilot’s license, which I could have likely completed in two to three weeks in the US due to lower costs and examiner availability. Future steps would have included:

• Multi-engine rating

• Full American instrument rating

• Airline Transport Pilot’s License (ATPL)

• Type rating for specific jet models

 

My Fini Flight (Final Flight) Before Retirement

As a private pilot, I had no plans to hang up my wings anytime soon, content to continue exploring the skies for years to come.

I hadn’t anticipated that what I thought would be just another flight would unexpectedly become my “fini flight”—my last before stepping away from flying.

To my surprise, this unplanned farewell turned out to be extraordinary. I was given the incredible chance to test-fly a sleek, brand-new aircraft for a popular flying magazine.

I feel a profound sense of gratitude for this serendipitous send-off, a perfect, unexpected capstone to my time as a private pilot.