When you first start researching places to learn to fly, you'll likely come across the terms Part 61 and Part 141 in reference to the different types of schools. But what are these parts, and what is the difference between the two?
The "Part" refers to which part of the Federal Aviation Regulations each type of school falls under. In other words, Part 61 of the Federal Aviation Regulations, or FARs, governs how training should be accomplished at a Part 61 school, and Part 141 of the FARs governs how training should be accomplished at a Part 141 school. Pretty straight forward, right?
But what does that actually mean, and what is the difference between the two?
Part 61
Part 61 is the most common type of flight school, and the reason is simple. Any Certificated Flight Instructor, or CFI, can conduct flight training under Part 61. So whether there is a well established flight school at your airport, or just a flying club and a CFI, you can train under this part. Part 61 outlines a list of requirements that every future aviator must meet for the particular rating they are seeking. While we aren't going to cover the specifics in this article (you can read more about them HERE), essentially it requires a written knowledge test, and an assortment of flight experience covering solo flight, night flight, and cross country flight. There is very little oversight of the path you take as long as you end up with a sufficient number of hours, and meet all of the experience requirements.
This lack of oversight can be the greatest benefit of Part 61 training because it lends a lot of flexibility. For those of us juggling a full time job and families, Part 61 allows us to take as long as we need. If we can fly every day one week, and not at all the next, Part 61 doesn't care and the hours and experience never expire. Additionally, Part 61 has no restrictions on what can be taught during particular lessons. For example, if you have been struggling with landings, or maneuvers, or any type of learning plateau, the flexibility of Part 61 allows you to take a break and do something else. This can maximize your progress and let you come back to the stuck area fresh another time. The breadth and variety of training is limited only by your instructor's creativity and motivation.
The down side of this flexibility is that if you end up with an inexperienced or unmotivated instructor, it's possible to end up progressing slower than necessary and the burden of tracking progress and staying on schedule can fall on the student. This can be especially frustrating for a new pilot.
The last benefit of Part 61 training is the cost. For reasons we will discuss shortly, Part 61 training is usually significantly cheaper. In a field that is already prohibitively expensive for many, anything that cuts costs safely warrants at least a second glance.
Part 141
Part 141 flight schools, as we mentioned, are regulated by Part 141 of the FARs. Each Part 141 school must develop a Training Course Outline, or TCO. This document is approved by the FAA and outlines essentially everything to do with the training the school offers. While this includes large items like the syllabus to be used, it also gets very detailed, describing the equipment that will be used, certification requirements of the staff, and even outlining the rooms at the flight school that are allowed to be used for studying, ground lessons, etc. Gaining this approval can be a very expensive process, and unfortunately, that expense has to be passed on to the student. This extra expense is the most noticeable downside to attending a Part 141 school, but in the long run, it may be possible to break even or even come out ahead. This is due to the difference in time requirements to be eligible for your checkride between the two types of schools.
At the Private Pilot level, Part 141 students can be eligible for their checkride five hours earlier, at 35 hours rather than 40. However, according to the FAA, the average student pilot won't be ready for their checkride before about 75 hours, so the chances of being able to take advantage of this shorter requirement are low. As you progress, however, the differences become more pronounced. Part 61 requires 250 hours for the Commercial Pilot Certificate, where Part 141 programs may require as little as 190. This means a significant potential for savings depending on the individual rates in your area. It also means you can get paid to fly sooner. If you can find a Part 141 program that is part of a degree plan, you may even be eligible for a Restricted Airline Transport Pilot Certificate while allows you to be hired at the airlines up to two years earlier. This can be a huge benefit for the aspiring aviator fresh out of high school.
Funding a Part 141 program can also be easier in some cases because you can often find colleges and universities that partner with Part 141 schools, and by earning a degree while you earn your certificates, you open the door to scholarships, student loans, and military benefits such as the GI Bill, that may not be available for Part 61 programs.
Other than cost, the primary downfall of a Part 141 program is the rigidity for people who may already have responsibilities such as jobs and families. Many, if not all of these Part 141 programs have time constraints and minimum training events that must be completed every week. Some schools are able to work with individual situations, while others are not. This rigidity also means you have a set syllabus to follow which is great for student pilots who benefit from a pre-made plan, but less great for the student pilot who is struggling to grasp a procedure or maneuver and may benefit from being able to halt that part of training and go do something that would be educational, but more fun to help get over the learning plateau.
Another downside to the rigid structure of Part 141, is in the breadth of training. Part 141 schools generally have an approved list of airports that training can occur at. While likely done in the name of safety, I feel like it compromises safety in the long run when a pilot starts flying on their own and experiences shorter runways and environments not covered in training. In Part 61, of course schools can make their own policies and procedures, but often it is left in large part up to the student and instructor to determine where they want to go to get a good mix of experience. To be fair, at least some Part 141 schools will make exceptions to their approved list of airports on a case by case basis, and I have had a good experience with getting a 1000+ mile cross country flight approved at a Part 141 school by showing diligent flight planning and being able to articulate how the flight can fit into the syllabus.
Conclusion
In the end, there is no on-size-fits-all best option for everyone. I have experience with both types of schools and I have had incredible instructors at both. I've also had terrible experiences with individuals at both. It really is all about what works for your situation.
Busy working adults may find the flexibility and cost savings of Part 61 to be beneficial. Additionally, if someone isn't looking to make a career change into aviation and just wants to fly their family and friends around on the weekend for that $100 hamburger, they may appreciate the breadth of training available through Part 61.
Part 141 is great for young people looking to make a career out of aviation or that need the additional structure in their training. It is also a great option for those who have served in the military and want to use the GI Bill, or those who wish to take advantage of student loans to finance their training.
Regardless, unless your situation dictates which school you must go to, get out and visit each one you are considering. Talk to an instructor and maybe the other staff to get a feel for the place and see if it would be a good fit. Learning to fly is a huge investment of time energy and money, and you can't afford to end up at the wrong place.
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