Frequently Asked Questions (FAQ)

It’s probably one of the most beautiful and exciting things that anyone can do.

There’s nothing quite like the feeling of lining up on the runway, advancing the throttle, and lifting off into the sky. Every single takeoff still feels exhilarating — that unique mix of freedom, focus, and pure joy as the ground falls away and the world opens up beneath you.

As a pilot, each day brings a completely different adventure. One flight might see you cruising in brilliant sunshine above a layer of clouds, talking to busy European air traffic control while navigating airways in a light aircraft. The next could be a challenging IFR approach into a small grass strip tucked between hills, or a peaceful coastal hop to a hidden airfield that big airliners will never reach.

It’s a constant steep learning curve. No two flights are ever the same. Weather, wind, ATC instructions, aircraft performance, and your own decision-making all combine to keep you sharp and humble. You’re always learning, refining your airmanship, improving your planning, and becoming a better pilot with every hour in the air.

For me, being a pilot is about more than just flying from A to B. It’s about embracing that freedom, pushing personal limits, exploring the world in ways very few people get to experience, and then sharing those real, unfiltered stories through The Flying VLOG.

If you’ve ever dreamed of becoming a pilot, or you simply love watching from the passenger seat, I hope these videos and blogs give you a genuine sense of what it’s really like — the thrill, the responsibility, the challenges, and the unforgettable moments that make it all worthwhile.

You can watch more on The Flying VLOG.

I started learning to fly in January 2010.

Back then, I was a complete beginner with zero hours in my logbook and a head full of dreams. Training took place under the old NPPL (National Private Pilot’s Licence) scheme in the UK. It was a fantastic, hands-on experience that taught me the fundamentals of flying in real British weather, from calm sunny days to challenging crosswinds and low visibility.

After 45 hours of training, I passed my skills test and earned my NPPL on 17th November 2011. That day remains one of the proudest moments of my life, the moment I officially became a licensed pilot.

In the years that followed, I continued building experience and made the transition to the EASA PPL by the end of 2014. Converting the licence involved additional training, exams, and meeting the new European standards that were being rolled out at the time. It was a significant step that opened the door to flying more freely across Europe as regulations evolved.

Those early years laid the foundation for everything that came later, from nervous student circuits to the confident IFR airways flying you see on The Flying VLOG today.

The time it takes to go from zero hours to flying passengers on an airliner depends on whether you choose the integrated or modular training route.

Modular Route (Most Common for Self-Funded Pilots)

This is the path I took. You train at your own pace through a Flight Training Organisation (FTO), paying as you go and fitting flying around work, life, and finances.

From starting your PPL to achieving a Frozen ATPL (the qualification needed to apply for airline jobs) typically takes around 18 months if you train consistently and full-time.

Once you have your Frozen ATPL, a typical type rating (for example, on the Boeing 737 or Airbus A320) usually takes an additional 6 months before you’re qualified to carry passengers as a First Officer.

In reality, the modular route is very flexible. Many people spread their training over 2 to 5+ years, flying when they can afford it and gradually building hours and experience. There’s no fixed deadline; it’s entirely up to you, your finances, and your personal circumstances.

Integrated Route

(For comparison, though less common for self-sponsored students) You join a full-time airline cadet programme run by a flight school or airline. Training is intensive and structured, often taking 18–24 months from start to finish, including your CPL, IR, MCC, and type rating.

Which route is right for you? The modular route offers flexibility and lets you stay in control of your timeline and budget. The integrated route is faster and more structured, but usually more expensive upfront.

Whichever path you choose, becoming a professional pilot requires dedication, patience, and passion. It’s a marathon, not a sprint, but the reward of sitting in the left seat, flying passengers safely across the skies, is worth every hour.

If you’re considering this journey, feel free to ask questions in the comments or get in touch. I’m happy to share more from my own experience transitioning from GA to professional flying aspirations.

The cost of learning to fly depends entirely on what type of pilot you want to become a Private Pilot for personal flying, a Commercial Pilot for paid work, or a fully qualified Airline Pilot.

Costs have risen in recent years due to higher fuel prices, instructor rates, aircraft maintenance, and regulatory requirements, so the figures below are realistic 2026 UK estimates.

Private Pilot Licence (PPL)

If your goal is to fly for fun, take friends and family flying, or explore the skies in a light aircraft (like the adventures you see on The Flying VLOG), then a PPL is the starting point.

Typical cost in 2026: £14,000 – £19,000

This includes the minimum 45 hours of flight training (most students need 55–65 hours), ground school, exams, skills test, and associated fees such as landing charges, membership, and equipment.

Cheaper options exist (especially if you shop around or train at smaller clubs), but realistically, very few people complete a full PPL for under £12,000–£13,000 anymore.

Commercial / Airline Pilot Training (Frozen ATPL)

If you want to fly professionally, whether as a commercial pilot or eventually as an airline First Officer, the investment is significantly higher.

You can choose between two main routes:

Modular route (flexible, pay-as-you-go, the path most self-funded pilots take): From zero hours to a Frozen ATPL (CPL + IR + ATPL theory + MCC), expect to pay between £65,000 and £95,000 in total, depending on where and how you train. Many well-planned modular programmes fall in the £70,000 – £85,000 range.

Integrated route (full-time, structured airline cadet-style programmes): These usually cost £95,000-£120,000+ and include everything in one package, often with accommodation and airline-focused preparation.

After gaining your Frozen ATPL, most airlines require a Type Rating (e.g., Boeing 737 or Airbus A320), which typically adds another £20,000–£35,000 (sometimes covered or subsidised by the airline).

Important notes:

These figures are averages and can vary widely depending on the flight school, whether you train in the UK or abroad (e.g., in Spain or Eastern Europe for lower rates), how many extra hours you need, and hidden costs like exams, medicals, travel, and accommodation.

The modular route gives you more control over spending and timing, but it can stretch over several years.

Financing options, cadet schemes, and airline-sponsored programmes can reduce the personal cost significantly for some lucky candidates.

Becoming a pilot is a major financial commitment, but for many, it’s a life-changing investment. Whether you’re dreaming of weekend trips in a light aircraft or a full airline career, starting with realistic expectations is key.

If you’re considering this journey and have specific questions about costs, routes, or my own experience moving from PPL through to more advanced ratings, feel free to get in touch or leave a comment below.

As of April 2026, I had logged over 540 total flying hours and more than 500 landings.

Of those, over 400 hours were flown in the Diamond DA40 G-ZANY, the aircraft you see most often on The Flying VLOG.

These hours represent the journey from my early student days to confident IFR airways flying across the UK and Europe. You can follow my ongoing experience and latest flights through the videos and blogs.

A more detailed logbook is available here.

In addition to the SEP (Single Engine Piston) Land rating that was issued with my PPL, I also hold a Night Rating and a full Instrument Rating (IR).

The Instrument Rating has been one of the most challenging and rewarding achievements in my flying journey. It opened the door to safe, professional-style flying in the airways, allowing me to operate in real instrument conditions alongside commercial traffic, exactly the type of flying you see on The Flying VLOG today.

Read more about the journey to getting an Instrument Rating.

After many years of dreaming about flying in the clouds and many months of intense hard work during the Coronavirus pandemic, I finally became a fully qualified Instrument Rated Pilot on 21st July 2021.

That day marked a major turning point in my flying journey. It was the moment I could legally fly in real instrument conditions, file IFR flight plans, and operate confidently in the busy airways of the UK and Europe, the very style of flying that now defines The Flying VLOG. The training was demanding, especially with all the restrictions and challenges of the pandemic, but earning that IR remains one of my proudest achievements as a pilot.

Read more about my full journey to getting the Instrument Rating

I currently fly a non-equity Diamond Star DA40 D – G-ZANY, based at Stapleford Aerodrome in Essex, UK.

G-ZANY has been my faithful flying companion for many years and features heavily in The Flying VLOG. This modern glass-cockpit Diamond DA40 is an absolute joy to fly, efficient, responsive, and perfectly suited for both local training flights and long IFR adventures across the UK and Europe.

From short hops to hidden gems, to busy airways flights in real instrument conditions, G-ZANY has carried me on countless memorable journeys and continues to be the star of the show.

Read more about this aircraft on the dedicated page.

The Instrument Rating training (fully described here) does not fully prepare you for outside the training regime; it merely scratches the surface of what is practically possible with the rating. The course is designed largely structurally – it’s baked into how the training system is designed.

The training is deliberately structured and procedural, designed to get you through the skills test safely and legally. However, it doesn’t fully prepare you for real-world IFR operations outside the training environment. Once you’re released into the busy airways of the UK and Europe, you quickly discover that the rating is just the beginning of a much deeper learning curve.

One area the course barely touches on is comprehensive flight planning. I’ve developed a very methodical, procedure-based approach to every flight. For each trip, I cross-check multiple sources: detailed weather analysis from several providers, Autorouter for route generation and optimisation, and SkyDemon for situational awareness and contingency planning. This layered planning process gives me the confidence to fly long IFR legs in real instrument conditions — something the standard IR training simply doesn’t teach.

That’s exactly why I’m creating the IFR Europe Guide, a practical, pilot-focused series that goes far beyond the textbook. It will cover real-world IFR flight planning, airway navigation, European procedures, useful airports, decision-making, and many of the lessons I’ve learned the hard way since gaining my rating.

The guide is coming soon, and I’m really excited to share it with you.

I currently use an iPad Pro 2021 (11-inch model) as my primary device in the cockpit.

Loaded with SkyDemon and Golze, it serves as my main electronic flight bag (EFB) for IFR flight planning, en-route navigation, charts, and real-time weather updates. The large, bright screen makes it easy to read even in bright sunlight, and the excellent battery life easily covers long cross-country flights.

I mount the iPad securely on the canopy using a dedicated RAM Mount, keeping it within easy view while remaining clear of the flight controls. It has become an indispensable tool for the kind of airways flying and trip planning you see on The Flying VLOG.

For real-time weather data in the cockpit, I use the ADL200 weather receiver from Golze. The unit receives weather information via satellite and overlays it directly onto SkyDemon, providing excellent situational awareness during IFR flights.

Although my Diamond DA40 G-ZANY is not equipped with ADS-B In/Out, the ADL200 fills this gap effectively. Unfortunately, full ADS-B weather coverage is still not widely available across Europe; it currently exists only in limited trials in a few countries.

The ADL200 has proven to be a reliable and valuable tool, especially when flying in instrument conditions or when making weather-related decisions en-route.

You can read the full review I did a few years back on my website.