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Dreaming of Being a Pilot? Our Professional Pilot Program is a full-time structured FAA Approved Commercial Pilot course. The course includes basic ground school which covers all aspects of aviation introductions included basic, advanced and instrument pilot training. Licenses include the FAA Private Pilot, Instrument Pilot and Multi-Engine Commercial Pilot Certificates.

We offer accelerated flight training programs that can be catered to each individuals needs. The syllabus may be altered to fit each individuals training needs and pace. We understand how important time is, and we try our best to save your time and costs during training. Below you can see the requirements and programs that we offer.


18 Years Old

English Proficient

Pass academic & Basic Aviation Knowledge

Pass FAA Medical Examination 3rd Class (Min)


The full professional pilot training course prices & syllabus are available below. Questions on where to start with your flight training? Contact Us and we’ll be glad to assist you in starting your professional pilot career.


  • 1 on 1 personal coaching: 1 student gets 1 instructor during the whole course, which means no long queues and no hiccups during training
  • 1 plane/student: Each student gets his/her own personal aircraft from start to the end of training.  This means no fighting or scheduling errors with other students for flights
  • 100 days training: 100 days to achieve your CPL/IR license. We try to minimize the time spent in the US to save on living costs and unnecessary additional costs that may apply in the future.
  • Flying 4-6 hours/day: in order to ensure our 100 day program is effective, we allow our students to fly 4-6 hours daily
  • B1/B2 visa, not M1: Easier to obtain and cheaper to process
  • Official TSA provider: 14DAYPILOT is an authorized official TSA provider, not every flight school is a TSA provider
  • World class quality prep courses: Very detailed and thorough prep courses designed make you pass with ease

Our Base Airport


Verlyn Yang


I am Verlyn Yang, today 4th August 2017, I passed my Instrument Rating Checkride in Van Nuys, California with 14DAYPILOT Flight Academy with their 10 day Instrument Rating Accelerated Flight Training Program.  I am a doctor and private pilot living in Australia.  Prior to joining 14DAYPILOT I have already taken my Private Pilot License (PPL) in Australia.  I also own my own Beechcraft Bonanza which I use to fly around Australia during my leisure time.  For me, flying is like a virus and once you get infected you will never stop enjoying it.

The reason I chose to take the Instrument Rating course is because I would like to be a more proficient and safer pilot.  Being an instrument rated pilot has taught me how to read the instruments better and to fly IFR.  I was able to complete the course because of my commitment, desire, and because I really wanted it.  The ground was not that tough for me, so I was able to get through it pretty easily.

Once of the challenges I faced was probably trying to complete 40 hours of flight time, in 10 days.  I averaged flying 4-5 hours daily everyday, for some people that may be tiring.  The simulator in the beginning needed some getting use to as well, but once I got the hang of it everything went well.  Once I was used to flying instruments, it just felt like second nature for me.

I really enjoyed my time with 14DAYPILOT and learned so much from my instructor during the course.  They were very patient and proactive in helping me get my IR on the 10th day.  I totally recommend anyone who wants to get their pilot licenses, and in a short period of time.  14DAYPILOT is guaranteed to help you conquer any obstacles during training and ensure the best training experience.  Some people might say its not possible, but if you put your hard work, commitment, and desire into it you can achieve it.

Verlyn Yang



The two-seat R22 Beta II helicopter is a proven workhorse that has delivered exceptional performance in a variety of applications for over thirty years. The R22 has a two-bladed rotor system, T-bar cyclic and the latest in Robinson technology including crashworthy bladder fuel tanks.


A powder-coated steel tube structure provides a light yet rigid airframe while the aircraft’s aerodynamic fuselage optimizes airspeed and fuel economy. The R22 is powered by Lycoming’s proven O-360 engine that is derated to provide reserve power and better performance at high altitudes and in hot weather.



Four-seat Robinson R44 Raven II and Clipper II helicopters are high performing, reliable and easy to maintain. R44s have a two-bladed rotor system, T-bar cyclic and the latest in Robinson technology including streamlined instrument panels and crashworthy bladder fuel tanks.


The R44’s aerodynamic fuselage optimizes airspeed and fuel economy. Hydraulic controls eliminate feedback forces and provide responsive handling. A low tail-rotor tip speed, newly designed muffler and large cambered tail reduce flyover noise.

Raven II and Clipper II helicopters are powered by Lycoming’s IO-540 fuel injected engine. The IO-540 delivers better altitude performance, increased payload and eliminates the need for carburetor heat.



Is there a good-looking, four- to six-place light twin that goes 170 knots on 17gph? Such objectives may seem incompatible in the same airplane, but the truth is that from 1963 to 1972 Piper built about 2,200 airplanes with those characteristics. We’re talking about the Twin Comanches. For all its performance, it may be hard for some to believe that Twin Comanches use fuel injected variants of the venerable — and nearly bulletproof — 160-horsepower Lycoming O- 320 engine. That’s right, the same engine used in the Cessna Skyhawk, Piper Super Cub, and Piper Tri-Pacer, among other plodding, mundane airplanes.


Early model Twin Comanches, designated PA-30s, came out between 1963 and 1965. A bare-bones, single-vacuum-pump, day-VFR-equipped, four-seat PA-30 (brochures called it the “Sportsman” version) would have cost just $33,900 or so in those days. For a top-of- the-line “Professional” Twin Comanche, you paid about $41,200.

In 1965, the PA-30B was introduced. You can tell a B model by its six seats and third side windows. The options list was expanded to include wingtip fuel tanks, a heated windshield, propeller anti-ice, and an oxygen system. (NB: The Twin Comanche is not certified for flight in known icing conditions.) The tip tanks, which carry an extra 30 gallons of fuel, proved a very popular option, and by the late 1960s most Twin Comanches had either been ordered with them or outfitted with aftermarket tip tanks then manufactured by Brittain Industries.

Age belies the instrument panels of the straight PA-30s and the -B models. By now, many have been heavily modified and improved with the latest avionics, but an original-condition airplane will have a non-standard instrument configuration. Old- fashioned, black-background attitude indicators and backwards-turning, drum-type heading indicators were used. The heading indicator is where the attitude indicator ought to be, and the altimeter is over at the lower left, where we’ve come to expect to see the turn coordinator. Narco Mark 12s were de rigueur in the early 1960s, so don’t expect too much in the way of avionics sophistication from a standard-issue early Twin Comanche. Also, human factors was still an infant science in those days, and old Twin Comanches show it. For example, all the electrical switches were identical toggle switches, making them easy to misidentify, and circuit breakers were kept beneath a trap door below the power quadrant.

The -C and Turbo C models came out in 1968 and brought with them instrument panels laid out in the modern, standard T-configuration for the flight instruments. Magneto and starter switches were moved to a side panel, electrical switches were converted to internally-lighted rocker switches, and the circuit breakers were moved to the lower right subpanel. The C models also earned a few knots’ worth of extra cruise speed, thanks to engine beef-ups that included better valves and valve guides, and sturdier and better- lubricated crankshafts and camshafts.

The last of the Twin Comanches were the PA-39s, which were rolled out in early 1970. The big improvement here was the introduction of counter-rotating propellers. Even though Orville and Wilbur employed this concept, Piper hawked the PA-39s as revolutionary design breakthroughs. PA-39 C/Rs (for counter-rotating), as they were called, had the advantage of vastly reducing the adverse effects of asymmetric thrust in engine-out situations where the critical engine failed. The critical engine is the engine that, if it failed, would create the worst deterioration of performance and handling. In conventional American light twins, the critical engine is the left engine. That’s because both propellers rotate to the right, and the right propeller develops more thrust than the left, owing to its comparative surplus of thrust at an arm farther from the center of gravity than the left engine’s. Lose the left engine and that extra thrust can make the airplane yaw uncontrollably and, if the airspeed is low enough, cause the airplane to roll inverted.

By having the left propeller turn to the right and the right propeller turn to the left, the C/R models eliminate the critical engine. Yawing moments in engine-out situations are reduced, and low speed handling is greatly improved.

The Twin Comanche is an excellent airplane, and its value in the used market continues to rise. The airplane is well supported, thanks to a well-organized owners group and a plentiful supply of parts and modifications. The pilot new to the breed should seek out qualified instruction, maintain a high level of proficiency, and be well aware of the airplane’s maintenance requirements. The airplane’s age should be a warning flag to prospective buyers. Expect a continuation of the Twin Comanche’s airframe problems and go into ownership with the understanding that considerable investments in airframe fixes and additional inspections may be necessary down the road.

That aside, the Twin Comanche will serve you well, and its bang for the buck is exceeded only by its classy looks.


The airplane is a six-place, low wing, twin engine airplane equipped with retractable tricycle landing gear.

This airplane is certified in the normal category. In the normal category all aerobatic maneuvers including spins are prohibited. The airplane is approved for day and night VFR/IFR operations when equipped in accordance with F.A.R. 91 or F.A.R 135.

The aircraft is powered by two Lycoming IO-320-Bs and are rated at 160 horsepower each. Both are four cylinder, normally aspirated, direct drive, air cooled, horizontally opposed, fuel injected engines.

The fuel is carried in four integral fuel cells located in the leading edge sections of the wings. Capacity of the two main fuel cells is 30 gallons each. The auxiliary fuel system consists of two 15 gallon cells installed in the wings just outboard of the main fuel cells. Wing tip tanks are available as optional equipment. Auxiliary fuel and tip tank fuel is to be used in level flight only. For emergency single engine operation a crossfeed is provided to increase the range. Fuel quantity is indicated by electric gauges below the instrument cluster.

Electrical power for the Twin Comanche is supplied by a 12 volt, direct current system. Incorporated in the system are a 12 volt 50 ampere generator and a 35 ampere-hour battery.