Editorial: Student Pilots… Are You Getting Your Money’s Worth?
By Ed Downs
Yes, we start with a very open-ended question, so let’s narrow it down. “Student Pilots” come in all shapes and sizes, ranging from the newbies who are just getting into flying to advance pro’s going for type ratings in large turbojet aircraft. In fact, every pilot is, or should be, a “student” any time they are exercising the privileges of being a pilot in command. This writer has been at it for 60 years and has yet to land from any flight without having learned something from the experience. For the purpose of this discussion, let’s stick to newbies who are just getting into the art of flying and even narrow it down a bit more by talking about the cost and quality of flight instruction.
Now, you may ask, who made Ed Downs the know-it-all of flight instruction quality? Plainly stated, this writer does not claim to be the top expert in the field of instructing, but circumstances have given this writer an interesting look into the national window of what is going on, at least in the sector of flying with small, independent schools and part-time CFIs. As a long time CFI, and regular instructor for Aviation Seminars, a company that specializes in weekend training programs for a variety of written examinations and Flight Instructor Revalidation Courses (FIRCs), this writer works with hundreds of students every year. Additionally, Aviation Seminars guarantees results, providing private tutoring to those who have a tough time with written exams. That “guarantee” is, you guessed it, this writer.
Through phone and computer, student pilots are helped with customized instruction. Both in class and when tutoring, this writer interviews students (and FIRC attendees) regarding their training, and then just listens, open ended, to comments about how they think their CFIs are doing. In looking at the comments received, it becomes clear that the large majority of students (both primary and advanced) who utilize Aviation Seminars services are working with independent instructors or through small, local flight schools. Most of the very large training centers integrate ground and flight training and operate as FAA Approved FAR-141 School. These large outfits teach to strict standards and will probably not show the quality variances seen with independent CFIs. No doubt, the big schools have variances in instructional quality and experience, but the purposes of this dialog will be to direct comments towards the demographics served by my personal experience.
When talking about “getting your money’s worth,” one immediately jumps to how much the CFI is charging. Typically, the money paid to a Certified Flight Instructor (CFI) is the least of the cost a new student pilot will incur. With typical training, planes renting for an incredibly wide range of prices, perhaps as low as $40 per hour for an old Cessna 150 to more than $160 per hour for a new Cessna 172, the cost of renting the flying machine will represent at least two thirds of the total cost of a Sport Pilot or Private Pilot certificate. CFI rates seem to range between $30 per hour and $60 per hour. The fact is, paying top dollar to a top CFI can cut total flying time needed to obtain a rating down significantly, meaning an extra few bucks in the instructor’s pocket can cut down greatly on aircraft rental cost. But, it is certainly fair to expect that your CFI will earn what you pay him or her.
The FAA expects a lot from CFIs as evidenced by the fact that the FIRCs require a section of the program be dedicated to instructor professionalism, covering subjects that range from common sense marketing to serious psychology and behavioral modification. Other portions of every FIRC cover instructional techniques such as creating organized lesson plans based upon student needs and experience. We CFIs are expected to be professionals in every sense of the word. Regrettably, this writer finds a common thread that runs through students who are having difficulty with learning to fly, especially in the headwork stuff needed for the written exams and their later encounter with the Designated Pilot Examiner (DPE).
The most often heard comment is, “My instructor is a great pilot, but he (or she) does not like to do the ground school stuff.” Many admit that they get little in the way of pre- and post-flight briefings and simply meet their CFI at the plane to “kick the tires and light the fires.” Let’s take look at what you should expect, and all professional CFIs know what the FAA requires and all acceptable standards.
1. Is your typical lesson an hour or so in length? Do you pay for only what the “Hobbs meter” shows as due? Is an hour in the plane really an hour lesson? This writer does not think that an hour in flight is a “lesson.” To this writer, a “flight lesson” is two hours in length, a short cross-country lesson is four hours in length, and a long cross-country lesson is six hours in length, as these are the times needed to truly teach and evaluate results. Accordingly, this writer flat rates fees based upon the standard length of a lesson, not just flight hours. Such a method encourages a CFI to preflight properly, conduct only the flight training needed to meet an objective, and post light properly. Actual flight time may vary, but there is no incentive to stay airborne just to keep the Hobbs meter running. A CFI’s challenge to make all “lesson time” constructive and positive.
2. Does your CFI show up with a detailed lesson plan or simply take a quick look at your logbook to see what you did in your last lesson. Lesson planning is an FAA expectation, and the CFI is to maintain the records, which allow such lesson planning. This is an ethical practice that the FAA requires. It is the objective of the lesson plan that drives what is taught in a particular lesson, and it is the achievement of the lesson plan’s objective that drives the flight time.
3. Does your CFI’s lesson plan include necessary pre-flight training? For example, is each flight to and from the practice area made with a chart in hand? Has a rough course been plotted and are navigation aids used such as VOR or GPS? While these may be short “mini lessons” within a lesson, they can help greatly when faced with a written exam undertaken early in your training. How about aircraft systems training and a weight and balance check for every flight? Does your CFI have you check for NOTAMs, just to make sure that some event (political visitor, major fire, law enforcement, or drone operation) has not tossed up a TFR that can affect your local training flight? Remember, the FARs require that every flight have “all available information,” and it is up to your CFI to explain just what that means. That lesson plan should also include post-flight training, which may vary depending upon how well the flight went, but an objective should be established, even if it is not met. Finally, what record is maintained regarding your lesson? Is it just a scribble in tiny space provided by a logbook, or is your CFI using one of several very well thought out record-keeping systems offered by training experts such as Jeppesen, Gleim, King, Sporty’s and other commercial providers? How will your CFI stand up to these questions?
4. Did you know your CFI is responsible to make sure you have been assigned “a course of study” that gets you into the stuff we normally think of as ground school? This is easy for the CFI to do, as all the companies previously mentioned offer pilot training programs that include excellent study materials. Many prefer a weekend program, like those offered by Aviation Seminars, where study materials are used in combination with live presentation and peer learning. No matter what you choose, a good starter set for study materials can be found in the relatively inexpensive FAA publications, Pilot’s handbook of Aeronautical Knowledge and the Airplane Flying Handbook. Both of these excellent books can be purchased at all aviation bookstores and online from several aviation supply businesses for around $20. Another “must have” is the brand new replacement to the Practical Test Standard (PTS), called the “Airman Certification Standards” (ACS). The new ACS very specifically specifies all the standards that must be met in order to pass the flight test, including detailed information on the knowledge, risk management, and skills that are attached to each flight maneuver. These new “headwork” topics have become a major part of the flight test and must be covered by your CFI for every training flight. This is so new that many CFIs who are not instructing full time might be unfamiliar with the new ACS requirements. The number of students, for all ratings, who have never even heard of the old PTS or new ACS, astonishes this writer.
5. Given a lesson plan and ACS, there should never be a doubt as to where you are in the training process. Your CFI should be able to tell you how you are doing, in quantifiable terms, with the help of the ACS. If pre- and post-flight training is something your instructor does not want to do, you have the wrong person on your team. However, be ready to pay for that ground time, it will end up saving you a lot of money in the end. CFIs who are obviously just building time to get a better job, ones who are mad at the FAA, or the occasional one who is cavalier about following regulations is not a CFI you want to hire. You, the student, also need to do your part and not simply show up at the airport, having given no thought to flying since your last lesson. Log on to www.faasafety.gov and set up an account. This is a terrific source of information with complete libraries on virtually every aviation-related topic… and it is free!
Well, what do you think, are you getting your money’s worth from your CFI? It is probable that this topic will solicit both agreement and disagreement. We at In Flight USA would like to hear your thoughts. Just go to our website (www.inflightusa.com) and look at this editorial, which is published on our home page. Comments can be posted at the end of the editorial, and I will respond to those who might like to lean a bit more about what to expect during your training experience. Let In Flight USA be a part of your training team.
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