Commercial Airline Pilot Training At Van Nuys AirportZero Hours To The Right Seat
Zero hours to a commercial certificate and instructor ratings at Van Nuys for $89,000, financing from $2,500 down. Part 61, no job promised.
Pick Your Option
Cowlendar handles the calendar. Until the services are live this button places the booking through checkout and we confirm the slot by phone; either way you are booked and nothing is charged twice.
What The Number Buys
Zero Hours To A Commercial Certificate And An Instructor Rating, $89,000
One price for the whole sequence, agreed before the first flight. This is the biggest capital commitment on the store, so the page is written to be argued with rather than admired.
| Price | $89,000, fixed |
| Financing | From $2,500 down, with monthly plans |
| Certificates and ratings | Private pilot · Instrument rating · Commercial single-engine · Commercial multi-engine · Multi-engine rating · Flight instructor, instrument instructor and multi-engine instructor |
| Aircraft | Warrior · DA20 · Skycatcher · Arrow II · Seminole |
| Simulator | Redbird MCX time built into the sequence |
| Aircraft rate inside the program | $179 an hour, wet, single-engine |
| Regulation | 14 CFR 61.129 governs commercial aeronautical experience; 14 CFR 61.31(e) the complex endorsement |
| Field | Van Nuys Airport (KVNY), Van Nuys, CA 91406 |
The Sequence, And Why It Is In This Order
Private first, because everything else takes it as a prerequisite. Instrument second, because a commercial pilot who cannot work inside the air traffic system is a commercial pilot with a small market, and because instrument time is cheaper to buy in a single than later in a twin.
Then the complex time. The Arrow II folds its gear away and hands you a propeller to set, which is the pairing 14 CFR 61.31(e) calls complex, and 14 CFR 61.129 wants some of that time inside the commercial experience. Multi-engine after that, in the Seminole. Instructor ratings last, because teaching is how most people build the experience that comes after this program ends, and because nothing sharpens a maneuver like having to explain it.
Tempo Is What Decides Whether This Price Holds
A fixed price assumes a fixed rate of progress. This program is built for someone flying most days, and Van Nuys supports that: 355 days met a 3,000 ft and 5 sm over the year ending 1 August 2026, from NOAA ASOS records requiring four qualifying daytime hours for a day to count. Weather is not what will slow you down here.
Your job and your family might be. The tempo this program assumes is not one most people can sustain alongside full-time employment, and a candidate who tries to run it at two flights a week is buying a longer, more expensive version of it. That is worth saying before the deposit, not after.
The Risks, Named
A first-class medical can end this plan before it starts. Get it under 14 CFR 61.23 before you commit money, not after — the vision, hearing and cardiac standards in 14 CFR 67.103 are specific and they are not negotiable at hour two hundred.
Then there is the money. $89,000 is a capital decision and it is financed by most people who make it, from $2,500 down. Stalling partway through a program with a large loan and no certificate that earns money is the outcome to design against, and the way to design against it is tempo, a medical secured first, and a plan you have shown to somebody who will tell you it is wrong.
What Happens At The End
You hold a commercial certificate and instructor ratings, and you are qualified to be paid to fly and to teach. What you do not hold is a job. The next stage of a professional career is flying hours, usually as an instructor, and that stage is longer than most people expect when they start.
The failure mode is not failing a checkride. It is stopping at two hundred hours with a loan.
What The Price Is Buying
- The fleet is bought, not borrowed. Six types, one owner, one maintenance program, and an inspection interval set by 14 CFR 91.409(b) because these airplanes teach for hire.
- The instructing staff numbers eleven. Three credentials are required of every one of them: a flight instructor certificate, an ATP or a commercial certificate behind it, and a medical that has not lapsed.
- There is an FAA-approved Redbird MCX on site, on a motion base and closed in. A session on its own is $189, and no session has ever been lost to weather.
- NOAA ASOS records for this field give 355 training days in the year ending 1 August 2026, tested against 3,000 ft and 5 sm with four qualifying daytime hours needed before a day counts.
- What you enroll at is what is published. We do not run block rates and we do not negotiate, which is what makes a fixed price mean anything.
- Part 61, stated plainly. The curriculum, the prices and the hours are published; a pass rate and a graduate count are not, because there is no honest one to print yet.
The Name, And What It Does Not Mean
The word airline is in our name because it describes the reader we built the curriculum for. It does not describe a relationship with any carrier, because we have none — no cadet scheme, no pathway agreement, no hiring arrangement, and no ownership by an airline.
No interview and no job is promised or implied by anything here. We publish no checkride pass rate and no graduate count, for the straightforward reason that a school trading for a matter of weeks has nothing honest to put in either number.
The curriculum, the prices and the hours are all published. Those are the things we can stand behind on day one.
Fly The Aeroplane Once, Then Decide
The assessment flight is the first hour of the syllabus and a two-way evaluation. You fly it from the left seat with an instructor beside you, they write down what they saw, and you get an honest read on whether the plan is realistic. It is loggable, and it is credited in full against enrolment if you enroll within 24 hours.
What happens on an assessment flight →
Book It
One aircraft, one instructor, one slot on the schedule. Pick a time and we will confirm it.