So, you'd like to learn to fly ? Well, it might be easier than you think but it also takes some time, dedication . . . and money. There are several types of pilot's licences, and they vary slightly from country to country. In the UK there is just the NPPL (National Private Pilots' Licence) that will enable you to fly a single engine plane with up to three passengers; to fly in Europe you need a slightly more detailed course leading to the JAA (Joint Aviation Authority) PPL. You can also add on Instrument Flight Ratings as well after the basics, enabling you to fly in all weathers and at night. In the USA they have two other types of licence as well, including a Sports Flyer's License and a Recreational Pilot licence, the latter allowing you to carry one other passenger. It will take between 40 and 60 hours to qualify for the UK or European PPL and will cost between £4,000 and £7,000. In the USA the PPL will cost about $9,000. But what does it entail?

First is a medical examination which ensures that you have no major medical problems (such as heart problems or epilepsy) and that your eyesight is acceptable. Basically the medical is the same as that needed by a HGV or bus driver. You will also need to study (and eventually pass written exams in) air law, human performance and limitations, meteorology, navigation, flight planning and performance, the principles of flight, and radio telephony.

Many people have their first flying experience on a trial lesson, often as a birthday or other gift from a friend or family member. During that trial lesson you will take control of the aircraft for a while, though the instructor will take off and land. If you then decide to take the plunge for more lessons you will spend a minimum of 22 hours flying with the Instructor, a further ten hours flying solo, an hour of instrument flying, a navigational skill test, two flight tests and the ground exams mentioned earlier. To get the JAA PPL you will need to add a more stringent medical exam and a further 15 hours of instruction.

After having made a visual check of the outside of the aircraft to make sure there are no leaks, the tyres are inflated and that everything seems in order (something every pilot does – even on a 747 you will see the Captain or First Officer doing a walk-round prior to take-off) it's time to get inside the aircraft and, perhaps for the first time, you'll be facing an array of instruments rather different to those in your car. For a start there are more of them. The most important include the Air Speed Indicator (aircraft speed through the air), the Altimeter (giving height), Vertical Speed Indicator (rate at which you are ascending or descending), Engine Tachometer (engine RPM) Directional Indicator (tells you which direction you are going) and Attitude Indicator (also known as the Artificial Horizon – tells you if the plane is level, banking left or right, ascending or descending).

There should also be several switches for interior and exterior lights, radio equipment, oil pressure gauge, engine temperature gauge, fuel tank level meter and so on. And of course the engine throttle lever, flap and trim adjustment levers and the control column, which in some aircraft is still a "stick" but is more likely to be a half-wheel. Whilst the earliest planes relied on the "stick" control column, most aircraft changed over to the half-wheel control, though interestingly the new Airbus planes have gone back to the "stick" control column. Getting to know them and read them quickly takes a little time but is really no more difficult than reading the instruments on a family car.

You'll also be aware that all pilots strap themselves in securely and remain strapped in throughout the flight. Even on the biggest jets pilots keep their seat-belts on during the flight and when you are travelling as a passenger you should too, just in case some turbulence is encountered.

Early lessons will include the basics, such as starting the engine, obtaining permission to taxi and controlling the plane on the ground, taxiing out to the runway, which can be more difficult than it seems as you use the brakes on the tops of the rudder pedals to control the plane – there is no steering wheel as such, but by applying the brake on the left wheel, for example, the plane will turn left. You will also handle the plane in flight, doing turns, climbs and descents. Later lessons will see you doing take-offs and landings, under the experienced eye of the instructor.

At some stage (not necessarily after the 22 minimum hours) he or she will decide that you can go solo and will hop out of the plane and tell you to do a take-off, circuit and landing solo. This is a huge thrill, but you will only do it when you are considered ready – no instructor wants to see his plane, or pupil, wrecked ! (Photo courtesy of www.bigfoto.com).

And then, when you have your PPL you can, subject to a few conditions, take family or friends up with you on short flights within UK airspace (or European with the JAR-PPL). But then keep your hours up, stay in good health, restudy various aspects of aviation and maybe add Instrument Rating or other ratings to allow you to fly a twin-engined plane, for example and maybe lead on to a career in commercial aviation.

Perhaps the most important one you can take straight away is the IMC (Instrument Meteorological Conditions) rating, enabling you to fly in cloud or poor weather – you might have taken off in good weather but suddenly find yourself entering cloud so having this rating really makes sense. There is also the Night Rating which allows you to fly at night (obviously).

Cockpit layouts have changed dramatically over the last few years with most modern aircraft having "glass" cockpits where information is displayed on-screen rather than on the old style instruments shown earlier in this feature. Two photos above is an old style layout of a Piper aircraft; immediately above is a brand new Cessna 350 (courtesy of Cessna Aircraft Corp);

To the left is a Boeing 747-400 cockpit . . .

. . . and to the left here, the ultimate cockpit – the Space Shuttle Atlantis ! So, get flying now and one day, maybe one day . . . !