Frequently Asked Questions
New to the club or to flying? Start here.
Do I have to be an MIT student to join?
No. MIT Flying Club is open to all student aviation enthusiasts in the Cambridge/Boston area. Come to a gathering, a lecture, or a fly-out.
Do I need a pilot’s license or any flying experience?
Not at all. Members range from the totally curious to certificated pilots. If you’ve never touched an airplane, you’re in the right place.
How much does it cost to join?
Nothing. Membership is free. Sign up here and come to whatever interests you.
Does the club own airplanes? Can I fly through the club?
Not at the moment. The club does not currently own or operate any aircraft, so members train and rent at nearby flight schools. What we do give you is the part that is hard to get on your own: people who have already been through it, shared resources, and honest advice on where to train. See our Flight Schools comparison to find one, and Paying for flight training for the money side.
How do I start flight training?
Check out the Flight Schools Near MIT page to compare local options (aircraft, distance, steam-gauge vs. glass cockpit), then reach out to a school or ask club members for their experience. For the money side, see Paying for flight training below.
I’m not a U.S. citizen. Can I learn to fly here?
Yes, with a few extra steps (TSA vetting and more). See our International Students page for the general process.
What resources does the club offer?
Navigational and instructional materials, aviation books, headsets, U.S. sectional maps, and airport facility directories, plus hangartalks by career pilots and aeronautics experts.
How often do you meet, and where?
We hold general body meetings and Hangar Talks through the semester, usually in the early evening in Building 33, room 116 (125 Massachusetts Ave, Cambridge). Dates are listed on our Events page as they are scheduled. Follow @mitflyingclub for the latest.
How do I sign up or ask a question?
Sign up online or email flying-exec@mit.edu. You can also chat with members in the club Slack channel.
Paying for Flight Training
This is far and away the most common question we get, so here is everything we know in one place. None of the below is financial advice, and prices change, so confirm numbers with the school and any tax or aid questions with a professional.
How much does a private pilot license actually cost?
Budget roughly $10,000 to $15,000, and plan toward the upper end or beyond if you train in the Boston area. Published instructor rates at local schools run about $85 to $125 per hour, which is above the national average, so $15,000 to $20,000 is a realistic local planning figure. Most Boston-area schools do not publish aircraft rates online, so ask for a written quote before you commit.
| What you pay for | Typical range |
|---|---|
| Aircraft rental (the big one) | $5,000 to $15,000 |
| Flight instruction | $1,000 to $5,000 |
| Written test and checkride | $750 to $1,400 |
| Medical exam with an AME | $100 to $200 |
| Headset | $150 to $1,100 |
| Books and study materials | $250 |
Ranges from the AOPA cost breakdown, with checkride examiner fees now commonly $800 to $1,000 and rising.
Why is the range so wide?
The FAA minimum for a private certificate is 40 flight hours, but almost nobody finishes in 40. Most students take 55 to 70 hours, and a local school tells its own students to expect 55 to 60. At roughly $250 per hour for plane and instructor together, the gap between 40 hours and 70 hours is about $7,500. Flying consistently, ideally two or three times a week, is the single biggest thing you control: long gaps mean re-learning, and re-learning costs money.
Joining a flying club is the other big lever. Club aircraft rates are often far below commercial rental rates in exchange for monthly dues, which can meaningfully cut the largest line item.
Are there scholarships?
Yes, and they are worth real money. The club does not currently run a scholarship of its own, but the outside ones below are open to students and are not MIT affiliated. Two things people get wrong:
- Most require you to be a member of the organization before you apply, sometimes months ahead. Join the ones you qualify for at the start of the school year, not the week of the deadline.
- Several famous ones are age capped at 19 or are for additional ratings rather than an initial license. Check the eligibility column before you spend time on an application.
| Scholarship | Award | Applications typically | Watch out for |
|---|---|---|---|
| Women in Aviation International | 50+ awards, $200,000+ total | June to early September | Must be a current WAI member. You may apply for up to three. |
| AOPA Flight Training | $250 to $14,000 | Oct 1 to Dec 31 | Must be an AOPA member. The headline $12,000 awards are ages 16 to 18, but the general pool is open to college students and you do not need to be in an aviation program. |
| EAA Aviation Foundation | $5,000 and up | Oct 1 to mid December | Age 16+. Paid out in stages as you hit milestones, not as a lump sum. |
| The Ninety-Nines, First Wings | Up to $6,000 | Apr 1 and Oct 1 | This is the one for a first license. Their larger Flight Training award is for additional ratings. Requires membership beforehand. |
| OBAP | $1.5M+ awarded per year | April and September | Requires OBAP membership for three full months before applying, plus volunteer hours. |
| NGPA | Varies | Opens around June | LGBTQ+ aviation community. Membership required, student memberships available. |
| EAA Ray Aviation | Up to $12,000 | Via local EAA chapters | Ages 16 to 19 only, so this works for younger undergrads and nobody else. You are nominated by a local chapter, so join one early. |
Deadlines shift every year and sources often disagree by a day or two. Always confirm on the official page and do not file at the last minute.
What about 529 plans, loans, and other funding?
529 education savings plans. Historically a 529 could only be used at a school eligible for federal student aid, which ruled out most standalone flight schools while allowing collegiate aviation programs. A federal law change in July 2025 added a new category for postsecondary credentialing expenses that may bring more flight training into scope. The rules are new, IRS guidance is still catching up, and states do not all follow the federal treatment. Confirm with your 529 administrator, a tax professional, and the school before withdrawing anything, because a non-qualified withdrawal costs income tax plus a 10% penalty on the earnings.
Loans. Specialized lenders exist, including AOPA Aviation Finance and Meritize. Understand that these are private consumer loans, not federal student loans. There is no income-driven repayment, no federal forbearance, and repayment usually starts right away. A private certificate is a recreational license with no income attached to it, so borrowing against it is a very different decision from borrowing against a professional pilot track.
Paying as you go. Many schools discount blocks of hours bought up front. The savings are real, but so is the risk, so see the next question.
Should I pay a big chunk up front for a block of hours?
Be careful. The FAA does not regulate how flight schools handle prepaid money, there is no escrow requirement, and if a school closes you are an unsecured creditor at the back of the line. Several schools have shut down recently leaving students out serious money, including one family that had prepaid $90,000 and flown only about 35 hours. Sensible habits:
- Prefer pay as you go, or the smallest block that gets a real discount.
- Never prepay more than you could afford to lose outright, and never fund a prepayment with a home equity line or other secured debt.
- Read the refund policy and any expiration date on block hours before paying.
- Pay by credit card where you can, since chargeback rights are a partial backstop.
- Talk to current students at the school, not just the person selling the package.
Ask in the club Slack before you sign anything. Someone here has probably trained where you are looking.