Flying is one of those things that so many people want to try—or have questions about. We answer some of those frequently asked here.

Learning to fly and obtaining a pilot certificate is not like learning to drive a forklift. You can’t do it in an afternoon. It usually takes a few months, with flying lessons two or three times a week.

It will be expensive, around $6,000 to $10,000 for a private certificate. You do not have to pay the money up front. Be wary about putting money on account at a flight school unless it has a refund policy and it is in writing.

Get your medical certificate early. If you are pursuing a certificate to fly an airplane, you will need to have it before you are allowed to solo. If deferred, don’t give up. There may be an opportunity for special issuance, or you may seek a pilot certificate that doesn’t require a medical certificate, like flying gliders.

You will need an aviation headset and pilot logbook. Bring both with you to your flight lessons. You will want to get a gear bag to carry these materials along with a notebook for taking notes and writing down information in the cockpit.

You will learn to read an aviation sectional, which is a map used for navigation. You will learn how to use the pilot’s operating handbook (POH) for your aircraft to determine its performance.

Part 61 vs. Part 141

The difference between training under Part 61 and Part 141 is structure. Part 141 is the more restrictive of the two. Under Part 141, the use of a syllabus is required, lessons are done in a specific order, only certain airports are authorized for flights to and from, there is a training course outline (TCO), and stage checks are required to advance in training.

• READ MORE: Pointers for Packing Your First Flight Bag

The material covered under Part 61 and Part 141 is identical, but some funding sources will require the applicant to be training at an accredited 141 program.

The benefit of Part 141 is that, in theory, the structure allows for the applicant to achieve the required experience in as little as 35 hours to be eligible for the check ride. Under Part 61, the minimum is 40 hours.

For best results, use a syllabus to make sure all the material is covered in a logical order. Your instructor should have a copy that they refer to, and you should have a copy of it as well.

Be advised, the national average for experience for applicants taking private pilot check rides is around the 60-hour mark, no matter which part you train under.

The benefit of Part 61 is that if there is a hiccup with the issuance of your medical certificate that delays your first solo, you won’t have to stop training. You can move ahead to other dual lessons (that means flying with an instructor) in the syllabus until your medical challenges are resolved. Also, you have more flexibility when it comes to airports you are allowed to fly to, therefore your experience will be broader than someone trained under Part 141.

Use the FAA Airman Certification Standards (ACS), which are the minimum “passable” performance for a pilot, from day one. The ACS provides performance metrics, such as holding altitude within 100 feet and heading within 5 degrees. Remember these are the minimum standards, so strive to do better.

Learn to Use a Mechanical E6-B Flight Computer

Don’t let it intimidate you. The instructions for solving time, speed, and distance problems are printed on the face of the instrument. The backside of the instrument is the wind calculation side, and it can be very useful for visualizing wind correct angles.

For the pilots (often lapsed CFIs) who argue that the cockpits of turboprops and jets have flight management systems and backups on backups for navigation that will tell you wind correction angles, ground speed, time en route, etc., please remember it’s going to be a long time before the private pilots who want to be professional pilots get to that level with those resources.

And not everyone wants to be a professional pilot.

• READ MORE: How To Use a E6B Flight Computer

Learning to use the mechanical E6-B before you go to an electronic version or an app is the aviation version of learning how to do basic math before using a calculator. It gives you an extra tool to use in the cockpit should your electronic device run out of juice, get stolen, or do an uncommanded gravity check with pavement that renders it inoperable.

Structure of Lessons

A traditional flight school is not like attending high school. You won’t be in a classroom or airplane all day. Your ground school can be done face to face and will be a few hours a day, or you can do it online. At the completion of the course you will be endorsed to take a knowledge test (commonly known as the written test, although it is all on computer now) administered by an FAA-approved private contractor.

Most flight lessons are at least an hour long for local flights. For cross-country flights that involve going to an airport at least 50 nm away, you will budget more time.

Your first lesson will likely be heading out to the local practice area (your instructor knows where that is) to learn how to do climbs, turns, and descents. Flying in the practice area is like learning to drive a stick shift in an empty parking lot. You want the room to make mistakes.

Learning to fly in the airport traffic pattern is like learning to drive a stick shift in stop-and-go traffic. It is considerably more stressful and can be counterproductive. Learn basic control before the stakes are higher.

Solo Flight

Your first solo is the halfway point of your private pilot training. There are 15 experience requirements listed in the Federal Aviation Regulations/Aeronautical Information Manual (FAR/AIM) rule book under Part 61.87 that are required to be covered before you can be soloed.

Keep in mind that performing the task once doesn’t mean you have learned it or can perform it well, so you will have to practice it a few times before the solo endorsement is given. There also will be an airport-specific knowledge test administered by your instructor before a solo endorsement is given.

Before you launch on your solo cross-country flights, a flight instructor must review your flight plan and provide you with an endorsement, stating they have reviewed your flight plan and you are prepared to make the flight. This endorsement will go into your logbook.

About Your CFI

Your CFI should want to talk before and after each lesson. This is known as the pre-brief (what we are going to do and how we are going to do it) and the post-brief (this is how you did, and what we will do next). This is considered part of your training. Don’t skimp on this.

Understand that most CFIs do the job to build their experience for other jobs, like the airlines. Some of them may be more interested in building their own hours than teaching you to fly, or their teaching style or availability might not work for you. If any of these issues crop up, it’s OK to seek a change of instructor. Conversely, if it’s not working from the CFI’s perspective as they cannot meet your needs, they may suggest a change of instructor.

We can’t control the weather. There may be days the CFI suggests a ground lesson, a lesson in the school flight training device (commonly known as a simulator), or canceling the lesson due to weather that is below VFR weather minimums or beyond your capabilities at the time. This is about you flying, not your CFI showing you what they can do. If you are on your second lesson and the crosswind component or gust factor are beyond the demonstrated component of the aircraft you are flying, it’s likely a better day to stay on the ground.

The post What to Expect When Learning to Fly appeared first on FLYING Magazine.

Perhaps they have held a student pilot certificate for several years—and have completed most, if not all the requirements for the private pilot certificate—but they are reluctant to take the check ride. It isn’t a case of running out of money or not having the time to fly. The delay in taking a check ride could be a case of not having confidence. 

The CFI endorsement for the check ride is good for 60 days. Ideally, you would have been in touch with the designated pilot examiner (DPE) and set up the check ride before the CFI signed you off.

Be careful about self-imposed delays. You don’t want to lose your proficiency, and if you delay, you may find your knowledge test that was good for 24 calendar months has expired or your medical certificate has turned into a pumpkin. If your solo endorsement, which is good for 90 days, expires, and the CFI perceives you have been dragging your feet, don’t be surprised if the instructor is reluctant to sign you off for another 90 days. This is especially true if you are training under Part 61, where the CFI is responsible for every person they endorse for solo. 

• READ MORE: How to Find Your Best Ground School Fit

A colleague faced this with a learner who owned his own aircraft. The learner had fulfilled the requirements for the private pilot certificate and flew twice a week, so it wasn’t a matter of being unproficient. He just didn’t want to take the test. There were 20 days left on the check-ride endorsement when the CFI gave the learner another 90 solo endorsement with a warning that this was the last one. I believe the phrase “put on your big boy pants and go take the check ride” was used. The CFI told him he would not endorse him again. The learner admitted he was nervous about the check ride and lacked confidence. The response to this was a barrage of mock check rides with different instructors. Although we didn’t have to endorse him, when three others gave the blessing, he felt ready to go.

Don’t Be Pushy

The opposite of the learner lacking confidence is the impatient, pushy student who shops around for endorsements.

They are in a hurry and have a “check-the-box” mentality. They may challenge the CFI and try to bully the instructor into supplying the endorsement for the check ride. It’s not just private pilots either. A colleague working with a multiengine instructor (MEI) candidate received an email from a local DPE who wanted to know why he had not signed the applicant’s 8710 application for a new instrument or rating. The perplexed would-be recommending instructor replied “because we’ve only flown twice, and he’s not even close to being ready. ” When confronted, the MEI candidate somewhat sheepishly admitted he figured if the DPE assigned him a test date, the instructor would have to sign him off.

Shopping for Endorsements

When a CFI endorses your logbook, their signature is a statement confirming that based on their observations, you are competent to do that particular activity. If the CFI hasn’t flown with you, don’t expect them to endorse your logbook. Yet there are some learners who go from CFI to CFI looking for a flightless endorsement or a quick flight and a quick signature. These learners can be almost predatory, looking for a CFI they can persuade to sign them off with minimal effort.

A private pilot applicant whom I had never flown with wanted me to endorse him for the check ride. He was frustrated because although he had achieved the experience requirements, his CFI refused to sign him off. He thought it was a personal grudge on the part of the CFI. I was skeptical. I knew the CFI and asked for their perspective. He said that although the applicant had logged the required experience, his ground knowledge was soft in spots, and his airmanship was “hit or miss” at best. The CFI told the learner he needed more practice to meet the standards, and once the learner met them, the endorsement would be forthcoming. The learner had burned through two other CFIs at the school. He had a pattern.

• READ MORE: Who Is Teaching? Low Time and Social Media Make for a Bad Combo

I did a mock check ride with the learner. Some things he did very well—others not so much. I saw the soft spots and made suggestions as to how he could improve. This was not what he wanted to hear. The learner had a bad case if “my other CFI said.” He had done much of his training in another state, and when a different CFI pointed out the soft spots or things that needed improvement, the learner would reply defensively, “It was good enough for (names previous instructor).” Maybe it was; maybe it wasn’t. But at this point at this time, the minimum standards were not being met, so no endorsement was given.

The learner verbalized his frustration and made an appointment for another flight, then was a no-show. He disappeared for a few months, returning when most of the cadre of CFIs had turned over. He had a tendency to approach the younger, more inexperienced CFIs, claiming a CFI who had “just left” “forgot” to endorse him. He played the same game with solo endorsements—he needed those to rent aircraft.

The local flight schools began to warn each other about him. He had a tendency to try to bully the dispatchers. Some had notes posted at the front desk warning not to rent to him. It took him more than four years for him to finish his certificate—he ended up going to an accelerated program out of state.

• READ MORE: Redbird: Learning to Fly Has Gotten More Expensive

It’s not just the younger, inexperienced CFIs who are the targets of the endorsement hunters. It’s the out-of-practice, return-to-the-fold CFIs who can fall prey as well. A recently retired 777 captain who returned to active instruction after a 20-year hiatus gained a reputation for being quick to endorse, particularly with first solo learners.

“How do you get through all 15 things in 61.87 in a one-hour flight?” I asked when I learned he had endorsed a Part 61 learner who had just four hours dual logged and was only a third of the way through the private pilot pre-solo syllabus. 

The retired 777 captain gave me a blank stare. They had done a few laps in the pattern, he said,  and that was good enough for him. He’d also neglected to give the learner the pre-solo exam. The flight school owner and the chief instructor pulled him aside for some education. He explained that “things were different from when he taught back in the day.” 

The post Beware of Perpetual Students and Endorsement Hunters appeared first on FLYING Magazine.

Established in 2006 as a small flight school, US Aviation Academy has grown into one of the largest in the world with a fleet of about 130 aircraft and six flight locations. The academy’s growth is a product of professionalism,  safety commitment, and  training excellence. These core values have made US Aviation Academy the choice of flight training partners for colleges nationwide. They launched their first Part 147 airframe and powerplant aircraft mechanic program in 2021, and it is rapidly expanding with three locations: Denton, San Marcos, Texas, and Atlanta. In 2024, US Aviation Academy launched a dispatcher program and expects to add a Minneapolis aircraft technician location in the third quarter of 2024.

Flight School

Colleges across the country have chosen US Aviation Academy to provide their professional pilot training program due to their self-examining authority, financial stability, and professionalism. Self-examining allows US Aviation to issue FAA certificates and ratings without external designated pilot examiners (DPEs). This reduces delays in pilot training and keeps costs down. Those looking to earn their degree in aviation have options across the country, including Tarrant County College, Lone Star College, Southeast Missouri State University, Dutchess Community College, and a new partner that will be announced soon.

US Aviation, through its partnerships with six campuses across the U.S., found that college is the best choice for some, but not all. Students often felt they had to choose between an unstructured, low-touch vocational training or collegiate programs with in-depth, rounded academics but a much longer timeline. For those students who already have a degree or don’t wish to pursue one at this time, US Aviation continues to develop high-touch vocational flight training. This includes in-person ground schools, student affairs coordinators, and a growing alumni network. All these resources are in place to help dreams take flight.

“My dream of aviation started when I was a child. I grew up on a grass airstrip in a Third World country. I’ve always wanted to pursue flight and get into the airlines and never had the opportunity until now.”

Michael Ward (Southwest Destination 225°)

US Aviation’s students, whether in a degree program or training vocationally, go on to work for major airlines through its partnerships with United Aviate Academy, Southwest Airlines Destination 225°, Envoy Air Pipeline, SkyWest Airlines, and more. Pathways provide mentorship and clear goals for students to meet in order to succeed at becoming captains at their airline of choice.

“My ultimate goal is to end up at United [Airlines] and be flying with my Dad and be a father-daughter crew. That would just be amazing.” 

Avery Cates (United Aviate)

Aircraft Maintenance Technician School

Although the pilot shortage has received more media coverage, the shortage of qualified aircraft maintenance technicians (AMTs) is just as bad if not worse. US Aviation has felt that shortage acutely, raising wages for mechanics at the flight school by over 30 percent in the past 18 months. At the beginning of that shortage, US Aviation launched its FAA Part 147 airframe and powerplant (A&P) program. It grew faster than ever expected. The academy found that A&P schools had a similar gap to flight training. There are many great colleges providing two- and four-year aviation degree programs and unstructured apprenticeships but few accelerated, accessible programs. US Aviation  launched a 12-month, FAA-approved A&P mechanic program in 2021.

The 12-month FAA Part 147 aircraft technician program offered by US Aviation is a full-time commitment. Students are on campus eight hours per day, working on both academic and lab projects. Training is hands-on as much as possible. Labs include sheet metal, composite construction, piston engine teardown, jet engine install, aircraft taxi, electrical, and much more. Every campus boasts a Learjet, high-bypass jet engine, and multiple running aircraft. Becoming an A&P aircraft mechanic is a great career for students that may have considered similar occupations in automotive repair, diesel mechanics, etc. Financing is available through a variety of student loan products as well as the GI Bill. Written and practical testing costs are included in tuition so that students don’t have to come up with those funds after graduation.

“My hands-on experience working on cars has honed my mechanical aptitude, enabling me to quickly grasp and apply concepts in the A&P program…I am particularly drawn to opportunities that allow for travel, as I believe combining my skills with the excitement of working on diverse projects in different locations will provide a dynamic and fulfilling career path.”

Aidan Conklin

What was originally planned as a single location for aircraft mechanic training to support the flight school is expected to become four locations with almost 500 students by the end of 2024. Continuing to innovate, US Aviation Academy is rolling out night courses, a new campus in Minneapolis, and an even more accelerated full-time A&P program that will allow students to graduate in as little as eight months. These training options and innovative formats allow students from all backgrounds to become successful aircraft airframe and powerplant mechanics.

“I am a mom and one of the challenges I face is not being able to spend as much time with my daughter. We definitely make up for lost time on the weekends though. It’s a small sacrifice for a great outcome.”

Brittney Miller

Dispatcher School

In January, US Aviation launched their aircraft dispatcher program. Dispatchers join the airline industry in as little as five weeks. Dispatchers are the backbone of airline operations, matching aircraft, pilots, and routes to keep airplanes flying. This accessible course can be taken largely online for students worldwide. Airlines hire thousands of dispatchers at competitive pay along with flight benefits.

New Career in a Year or Less

US Aviation Academy believes in education’s ability to change lives. Anyone can become an airline captain, fix jets, or connect the nation by making flights happen. US Aviation programs provide access to a new career in a year or less as a pilot, aircraft technician, or dispatcher in an accelerated format with financing available. Boeing forecasts a need for 649,000 new pilots and 690,000 new maintenance technicians.

“This is a fantastic time to join the industry. No experience required.”

Scott Sykes, Chief Development Officer

To enroll, go to USAviationAcademy.com or call 940-297-6419.

The post US Aviation Academy Is Innovating Industry Education appeared first on FLYING Magazine.

Answer: This seemingly straightforward question has a complicated answer that begins with more questions: Why do you want to fly? Is it a bucket list item? Are you wanting to make a career change? Are you looking for an initial career?

When the person asking the question is a teenager, we need to take a look at their age. You can earn a glider certificate at 14, solo a powered airplane at 16, and become a private pilot at age 17. But that doesn’t mean a teen has the maturity to accept the responsibility of being a pilot. In addition, teens are notoriously overscheduled these days. If they are taking a heavy course load at school, playing a sport, or involved in a lot of extracurriculars such as band, robotics club, etc., this may not be the time to start flying lessons. They need to be able to focus on the task, and that’s tough to do when you are spread so thin. 

As flying skills are perishable, for teens seeking training in powered aircraft it is often best to schedule flight lessons a few months ahead of their 16th birthday and/or when the weather in your part of the world is best. You don’t want the training to drag out for too long. However, I have worked with teens as young as 14 for whom flying lessons were a reward for doing well in school—straight A’s will get you into the cockpit or ground school, but the teen will have to do the work once they get there. When their birthday on the calendar caught up with their training progress, they earned their certificates.

• READ MORE: Age Is Just a Number When It Comes to Flight Training

For the person seeking a career change, the question pivots to: Do you have the time and money to devote at least 10 hours a week to learning to fly? Don’t forget to factor in study time as well as commuting to and from the airport. Take a serious look at your adult responsibilities, such as simultaneously managing your present career and family obligations, before you commit.

Even if you select an accelerated program, anticipate at least two years of training before having the certifications and experience needed to be hired as a pilot.

Bucket List

If flying is simply the thing that has tugged at your heart for a long time, take consolation. There is no upper-age limit for learning to fly. For a sport pilot certificate, you can use your driver’s license in lieu of a medical exam. If you wish to be a private pilot, as long as you can meet the requirements of a third-class medical certificate, age isn’t a factor. In fact, as a retiree, you may be at the point in your life when you have the time and resources to do what you want. Many people learn to fly when they set aside their primary career and open up their world to the next thing. You could be one of them.

The post What’s the Ideal Age to Start Flying Lessons? appeared first on FLYING Magazine.

Barns has known he wanted a career in aviation since high school and considered attending a college-based aviation program, but instead joined the U.S. Marine Corps. Following his service, he attended Millersville University, where pursued an aspect of his interest in aviation by earning a bachelor’s degree in meteorology.

Barns will be using the Sporty’s $2,500 Pilot Training+ Scholarship to earn his private pilot certificate at Reigle Field (58N) in Palmyra, Pennsylvania. The airport, located near Hershey, was established in 1942 by Chas and Ada Reigle and still has that vintage aviation vibe with a flight school that offers training in a J-3 Cub and 1943 Fairchild PT-23 as well as a Cessna 172.

• READ MORE: 6 Tips for Winning Aviation Scholarships

“The $2,500 award would be enough for me to pay for a tailwheel endorsement at my training airport and join the local gliding club,” said Barns. “I would then have the opportunity to earn glider ratings and build time toward my commercial certificate as a tow pilot.”

Barns noted that the local glider club always needs tow pilots, and he looks forward to building his hours through towing and gliding.

About Sporty’s Pilot Training+

Sporty’s Pilot Training+ is an all-inclusive membership that unlocks Sporty’s complete library of video-based courses for one annual fee. Membership also includes the opportunity to apply for three $2,500 scholarships, which are awarded annually.

To enroll as a Sporty’s Pilot Training+ member, visit sportys.com/pilottraining.

The post Sporty’s Flight Scholarship Awarded appeared first on FLYING Magazine.

I became a CFI on July 23, 2003, at 4:48 p.m. when designated pilot examiner Bob Roetcisoender handed me my temporary certificate. I became a flight instructor because I wanted to teach aviation.

Teaching someone to fly is life changing for both parties involved, like teaching someone how to swim, read, or ride a bicycle. Do you remember learning those things? Learning to swim gives you confidence. Learning to read opens up the world through the pages of books and magazines. Learning to ride a bicycle can take you places you have never been before, and it of-ten creates community.

Learning to fly does all these things—and it is the flight instructor who gets you there. One of the surprising things about being a flight instructor is that while the learners are gaining skills and knowledge, the CFI is learning too. You will learn something from everyone you fly with.

Learning Takes Place

There are two kinds of CFIs: the experience builders, who add to their well of knowledge while helping the learners achieve their goals, and the time builders, who are primarily focused on accumulating their own hours. Both can teach you to fly. Some will teach you how to be an instructor. Others will teach you what not to be.

Communication style is critical. I had one CFI who was badgering and insulting and responded to “I don’t know” by repeating the question louder and slower—they were terminated. So was the one who had trouble speaking in complete sentences, along with the one who rambled and needed directions to come to a point. Learning did not take place—with the exception of me realizing what didn’t work for me. Fortunately, there were many more CFIs who I did learn from, and it is their wisdom I share with my learners. A few notables include the following folks:

Dutch Werline was my first CFI. I think of him when I solo a learner. The first solo under my watch usually takes place at a non-towered airport. I hold a handheld radio and, as the learner is on the first upwind leg, I utter one word: “airspeed.” This is in homage to Dutch, who said this word—and only this word—on my first solo.

David Stahl taught me the process of the brief, the debrief, and the importance of the ground lesson. Stahl, a U.S. Air Force Academy graduate, taught me to fly the Air Force way. He went on to become a DPE and administered check rides for several of my learners. I think of him every time I brief an IFR approach with the acronym MARTHA (see “Knocking the Rust Off Your IFR Skills,” FLYING Q3 2022).

Shauna Clements helped get me off the learning plateau during the CFI certificate. She taught me the power of the phrase “talk to me, Goose.”

Teaching, Not Reading

Reading out of a book or off a computer screen is not teaching. The CFI should be able to do more. I learned this in 2002 from Bob Gardner, a retired DPE and the author of several books, including The Complete Private Pilot, The Complete Advanced Pilot, The Complete Multi-Engine Pilot, and Say Again Please: A Guide to Radio Communications. Bob and his wife, Maryruth, a retired high school teacher, met me at a local flight school, and we did a heavy ground session.

It was she who suggested I use multiple colors of ink on the whiteboard to organize my thoughts. It worked beautifully, and by the end of the day the verdict of the Gardners was that I could teach. To this day, teaching ground school is a favorite activity for me. Dennis Cunneen, a CFI and dear friend, taught me you can have fun teaching while simultaneously being thorough. He gave me sage advice on dealing with teens—have them, not their parents, do the scheduling, and let them know that time should be respected.

Don’t confuse time builders with experience builders. Experience builders build their hours, but they are instructors first. Their job is to teach, and most of them do it well. Without them, no flight training would happen. These instructors plan for their separation from the flight school if the career path takes them elsewhere—and they’ll help learners find another instructor.

Time builders are the bane of the instructional community. Show me someone who was frustrated by training, and I will show you someone who was paired with a time builder. Get your hours and move on, but please don’t take advantage of the learners, most of whom don’t realize when they are being taken advantage of. I cringe when I hear about obvious “hour grabs” by CFIs, such as the airline-bound instructor who persuaded the pre-solo-also-wants-to-be-an-airline-pilot learner to do night cross-country flights in a multiengine airplane by telling him it would look great in the learner’s logbook, or the Part 141 instructor who eschewed the syllabus, telling the learner that “no one here uses that anymore” and proceeded to take the learner for 40 hours of dual given in a two-month period—but no solo.

First Solo

Administering the first solo is a glorious experience that has not lost its thrill for me. I watch the learner from the ramp, radio in hand, pacing back and forth like an expectant father from a 1960s sitcom. Sometimes this has unexpected results. The last time I did this at Tacoma Narrows Airport (KTIW) in Gig Harbor, Washington, I caused a bit of a stir. I was on the transient ramp in front of the restaurant, pacing, watching my learner, and listening to the traffic. I learned later the people in the restaurant thought I was FAA and was waiting to bust someone. They did not realize they were watching the birth of a new pilot, with me standing behind them just as generations of instructors stood behind me.

This column first appeared in the July 2023/Issue 933 print edition of FLYING.

The post The Long Line of Instructors appeared first on FLYING Magazine.

This is a very welcome development that will do wonders to increase the diversity of our pilot corps, as well as help tear down lingering barriers between our pilot and flight attendant groups, an unfortunate aspect of our company culture. Management apparently agrees: Several years ago they created two accelerated hiring paths to the flight deck for our flight attendants, which has stirred immense interest among our cabin crew. The early participants are now at the qualification level where I’ll be flying with them soon, and I’m really looking forward to it. 

When I encounter anyone who is interested in flying professionally, flight attendant or not, I often suggest that they first go get their private pilot certificate before making any big commitments. Flying, and especially at the professional level, isn’t for everyone. Not everyone will enjoy it, and not everyone is cut out for it. Too many people discover this only after quitting their job and putting a lot of money and time into professional flight training. In my opinion, the time to discover whether a flying career is right for you is during primary training. My airline apparently agrees because it made a private pilot certificate a prerequisite for our basic flight-attendant-to-flight-deck hiring path (the advanced path requires a commercial certificate).

Similarly, I often suggest that those who are interested in taking primary flight lessons first go on a discovery flight, or introductory flight lesson, to make sure it’s right for them. Or better yet,  go on several discovery flights with multiple flight schools and instructors to gauge which is right for them. Most FBOs and flight schools offer 30-minute introductory lessons at a somewhat discounted rate, sometimes via a Groupon coupon. This has traditionally been intended to give the prospective learner a somewhat rosy picture of what piloting a small airplane is like, a quick hit of the good stuff to ‘get ‘’em hooked’ with none of the messy side effects. I have always thought, however, that students, instructors, and schools are better served by giving prospective aviators a realistic look at what learning to fly is like—and that they should treat the experience as an extended interview of a prospective instructor and flight school.

There is no standard format for a discovery flight. Every school, and in many cases each instructor, does it differently. Some conduct a preflight briefing; others do not. Some walk the student slowly through the preflight inspection; other instructors do it quickly themselves and get the student in the air ASAP. Some give the student significant instruction; others barely let the student touch the controls. Sometimes it varies based on the time available or by just how deeply a particular discovery flight (and perhaps instructor fee) has been discounted. When I was instructing, I knew a few CFIs who openly talked about discovery flights being a rare chance to manipulate the controls themselves for almost an entire flight. Based on recent conversations with discovery flight recipients, this still seems to be a common mindset. That’s a pity.

• READ MORE: That First Flight

I’m no longer an active flight instructor, but I make a regular point of taking nonpilots flying in my Stinson 108.  Whenever they show the slightest interest in learning to fly, I conduct their flight in the same fashion as the introductory flight lesson I was afforded at age 13, and the way I tried to perform discovery flights when I was an active CFI. This includes a ground briefing to explain what we’ll be doing, what they should watch out for, and what they can expect to learn and accomplish. Then I’ll spend a good 15 minutes talking them through the preflight inspection, getting their hands on fuel sumps, brake calipers, the oil dipstick, and cowling fasteners. Finally, we go flying for 30 to 60 minutes. I have them follow me on the controls during takeoff, then I level off and trim out and get right into the business of teaching the basics of aircraft control. This includes coordinated turns, which can be tricky in my Stinson, but everyone seems to get it after a few minutes. I fly a circular course, so we can get back home quickly if the student starts looking green. Every 10 minutes or so, I take the controls to show a scenic point of interest, giving the student a short break in concentration and an example to emulate. Our loop always ends over bustling Lake Union, for a spectacular view of downtown Seattle with the majestic backdrop of Mount Rainier.

I understand this is an idealized introductory flight lesson, one given at my leisure during ample free time, and not necessarily always realistic given the demands of instructor and training fleet scheduling. Not to mention the economic considerations of offering a discovery flight cheap enough to attract casual punters. For this reason, if you’re a prospective student, I would avoid those cheap, advertised 20-to-30-minute discovery flights, which are likely to involve little instruction and  insight into your prospective school or instructor. Instead, I would request a two-hour block of instructor time with a full 45 minutes of flight time. This will give you the opportunity to make a thorough evaluation.

When you show up 15 minutes before your scheduled start time, how is the atmosphere of the place? Harried and chaotic or organized and calm? Does somebody greet you promptly and appear to know what you’re there for? Your instructor may well be finishing a lesson with another student. How do they handle the transition? Is there a quiet briefing area, and do you notice other instructors briefing their students before their flights? Does your instructor explain what you’re going to do without resorting to jargon you don’t know? When you go out to the airplane, does your instructor seem rushed? Do they teach you the preflight or at least talk through what they’re looking at? Is the airplane beat up with apparently inoperative equipment?

While the instructor is taxiing out and taking off, do they explain what they’re doing? After takeoff, how soon do they give you control, and how do they handle the transition to active instruction? Rest assured, your aircraft control will be pretty rough at first, possibly enough to make most pilots squirm with unease. How does your instructor react? This is an excellent chance to gauge their patience. Are they paying attention to what you’re doing and how you’re doing it? Are they adjusting their instruction when you don’t understand something? Do they seem in a hurry to take the controls or to return to base? After the flight, do they give you a debriefing and a chance to ask questions? I’d suggest a frank discussion about the instructor’s experience, their students’ check ride pass rate, their career goals going forward, and the chances of them sticking around the flight school during your planned time frame for primary training.

Let’s say you do three of these introductory lessons at three flight schools with three instructors. At the end, you should have about 2.3 hours logged (which certainly counts towards PPL requirements), be getting pretty good at basic aircraft control, and have a good idea of the differences between flight schools and instructors. Hopefully, you’ve found one that you mesh with well. When you consider the considerable cost of ineffective instruction or having to switch schools or instructors midstream, I’d say these 2.3 hours of discovery flights should be money well spent.

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This year’s scholarship class includes dedicated individuals from various regions, each pursuing different aspects of the aviation field—Lei Huot, Joel Mink, Justin Hernandez, Katrina Kienitz, Bailey Pollard, and Kyle Keyser. The scholarships are intended to support areas of aviation education such as primary training or obtaining advanced pilot ratings, aviation technician training, or continuing education.

The recipients also bring diverse aspirations to the aviation field. Pollard, for example, aims to inspire the next generation of women in aviation by obtaining her instrument rating and commercial certificate. 

“It is truly an honor to be awarded the Sheltair and Avfuel: Future Takes Flight Scholarship,” said Pollard in a press release. “Receiving this scholarship will allow me to continue and complete my instrument rating after putting it on hold for a few years …This opportunity is putting me one step closer to having my dream become a reality.”

Keyser is pursuing a career in aerial firefighting, with a strong desire to support those working on the ground. Huot is pursuing a degree in aviation maintenance science and seeks to work on jet aircraft, potentially maintaining military aircraft, as her grandfather did. Mink’s passion for aviation has driven him to earn FAA airframe and powerplant certifications, with the ultimate goal of becoming an aviation maintenance technician. Hernandez’s scholarship will support his aviation studies as he aspires to become a professional pilot.

This scholarship program not only provides financial assistance but also encourages and supports individuals to achieve their career goals and make valuable contributions to the aviation industry. With their diverse backgrounds and career aspirations, these recipients represent the future of business aviation.

In its second year, the Sheltair and Avfuel: Future Takes Flight Scholarship program plays a crucial role in helping aspiring aviators pursue their dreams and achieve excellence in their chosen fields. Applicants interested in the next round of scholarships will have the opportunity to apply beginning in December, with a June 1 deadline. The selection process for the 2024 scholarship recipients will involve evaluating essay submissions and giving special consideration to applicants facing financial hardship. The winners of the next scholarship class will be announced at the NBAA’s Business Aviation Convention & Exhibition in 2024.

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“The course started in the 1980s and 1990s with VHS tapes then went to DVDs in the 2000s when we launched the test prep course,” said Bret Koebbe, senior vice president of Sporty’s. “We try to make the best use of technology, so it’s not just test prep.”

According to Koebbe, Sporty’s took care that this update can be viewed on any digital platform, including a Windows-based Surface tablet, something that customers had asked for over the years. Much of the content is also driven by feedback from pilot candidates and instructors. Both are easy to reach as Sporty’s flight school has more than 200 active learners at a given time and a cadre of instructors ready to offer suggestions and field test materials.

Interactive Scenarios

Koebbe noted that in the 2024 versions of the private, instrument, and commercial ground schools there is an emphasis on teaching the concepts, then an interactive video demonstrates how to put it into practice in the flying environment.

“For example, we cover runway incursions with more focus on runway signs and the markings on the pavement. We go beyond the basics by adding tips to make the most of your ipad for situational awareness, such as the alerts that callout distance remaining,” said Koebee, adding that, since the course is developed by professional pilots for a customer base that will likely become professional pilots, it often takes what they do in the cockpit and brings it to the course.

The knowledge test aspect of the course has also been revamped and reorganized so it more closely aligns with the airmen certification standards. This will help answer the questions of “why am I learning this and how do I know if I am doing it correctly?” along with enabling the learner to apply the knowledge in the flying environment.

“It has to be more than just rote memorization,” said Koebbe. “The traffic pattern is a good example. They learn the basics of the pattern—what is upwind, crosswind, etc.—and then we create scenarios that put the learner in different locations asking. Wwhat is the best way to enter the pattern?’ This is more than a ground school. The learners are being taught how to operate in the flight environment.”

The learner’s study experience is enhanced through interactive exercises and smart notes. For example, on the instrument course the simulation technology “allows knobs to be twisted, demonstrating the needle swing on the panel, chart quizzes help teach complicated symbols, and detailed systems diagrams simulate failure modes of the pitot tube or static port.”

There is also a way for learners to review through Smart Notes, an interactive tool that allows the user to click or tap the floating “New Note” button at the bottom right of the screen and the interface will appear. As many notes as needed can be added, and they are organized with a simple menu system. The Smart Notes are easily organized because when a new note is generated from a video lesson, it will automatically insert the name of the lesson and generate a clickable link to allow the learner to jump back to that lesson.

Keeping Everyone in the Loop

Last year, Sporty’s added the instructor portal that enabled CFIs to monitor their learner’s progress. This can expedite the learning process as the instructor can modify lessons to help the student improve their knowledge and skills in an area where they are struggling.

This year, Sporty’s has added a portal to allow a flight school administrator, such as the chief CFI, to be able to see where all the instructors and learners are in the course.

“This allows them to see who needs assistance in real time,” said Koebbe.

The course provides lifetime access, so if there are updates in the future, the learner can log in and refresh their knowledge for free. Keep that in mind when your flight review is coming due.

The Sporty’s Learn to Fly courses include more than 25 hours of HD and 4K video, along with test prep tools, comprehensive document library, and unlimited practice tests. The courses can be viewed online, as well as on iOS devices, Android phones and tablets, and smart TVs, with the progress automatically syncing between devices.

Sporty’s Learn to Fly Course [E1753A], Instrument Rating Course [E4200A], and Commercial Pilot Course [E249A] may be purchased for $299 each at sportys.com or by calling 1-800-SPORTYS.

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Features to Look For

Here are a few elements that make a bag useful for a broad range of pilots. 

Interior as well as exterior pockets 

Organization is key for a pilot. A bag should have securable exterior pockets for the things you will be reaching for during the flight, such as the E6-B flight computer, water bottle, or iPad, and interior pockets for the things you want to keep more secure—your logbook or wallet.

Material that is easy to clean, easy to repair

Fabric gear bags (usually nylon or canvas) are easier to clean than leather ones. This will be important if someone needs to “call pterodactyls” during the flight and barfs in your flight bag. Fabric bags tear more frequently than leather ones, but can also be easier to repair, as finding a shop with a needle strong enough to go through leather can be a challenge.

Multiple compartments

The trick to organization is having items sorted in compartments. One holds your handheld radio, another has the flashlight and extra batteries, and another holds your sunglasses, for example. Compartments that can be zipped up or closed with velcro are prized.

A padded pocket for a headset

A pilot headset is a very expensive piece of equipment. While some headsets come with their own padded carrying case (for example, Lightspeed and Bose), others have a carry bag with minimal protective padding—if they have any protection at all. When the headset costs upwards of $300, spend the money to get a gear bag that has a specialized pocket for it.

A padded pocket designed for iPad or tablet

If the idea of your iPad bouncing around unsecured in your flight bag bothers you (and seriously, it should), find a gear bag with a designated pocket for an iPad or tablet—and its charging cords.

Pen and pencil holders

Nothing ruins a bag—or the gear in it—quicker than a pen exploding. It is unsettling to reach into your bag and discover the interior looks like an octopus panicked. Designated pockets prevent this.

Pocket for flashlight and batteries

Searching for a flashlight or batteries is not something you want to be doing in a dark cockpit. Many bags have a designated and sized pocket for a flashlight and a separate zip-up compartment that will hold spare batteries. Pro-tip: keep the batteries in a compartment of their own and in the original packing, or install painter’s tape across the contact points of loose batteries to prevent them from arcing.

Reinforced bottom

Gear bags hold a lot of weight, and when placed on hard, rough surfaces (like the ramp) on a regular basis, the bottom of the bag, specifically the corners, tend to wear out. You want a bag that has reinforcement in its construction, especially in the corners. Some bags have a hard-surface lower bulkhead, which can also make them more resistant to damage.

Adjustable and padded shoulder straps

Some gear bags can be worn like backpacks. Others have a single shoulder strap. Look for one that is padded and adjustable. Note the buckles and possibly velcro that hold the strap in place. Ideally, once the straps are set to where you want them they should lock down and stay there.

FLYING Picks

Jeppesen Student Pilot Bag

This one’s often the first gear bag a fledgling pilot gets. The bag’s dimensions of 16 inches by 11 inches by 5.5 inches make it a perfect device for carrying all the books necessary for Part 141 training. Cost: $40

Crosswind Flight Gear Bag

According to Sporty’s Pilot Shop, this bag was designed around function and finances—as they say, “Put more cash towards flight training and less towards gear with the Crosswind Flight Gear Bag.” The bag has padded pockets for both the headset and iPad as well as a “cavernous compartment” for everything else. As with most Sporty’s bags, there’s the option to have the top entry flap embroidered for an extra price. The bag comes with a three-year warranty. Cost: $59.95

Flight Outfitters

If you are looking for versatility in a flight bag in terms of size and form, check out the offerings from Flight Outfitters. The Flight Outfitters Lift Flight Bag is very popular with beginning aviators. Black with orange trim, the external dimensions of the bag measure 12 inches by 10.5 inches by 9 inches. The interior of the bag is easily accessible thanks to all-the-way-around zippers, so it is easy to get into and out of the bag. The interior pocket is fleece-lined and holds a headset with ease, and there are two external pockets perfect for paper charts or a notepad. The bag also has fleece-lined pockets for your electronic gadgets, such as tablets or GPS, along with four internal mesh organizers to keep the cables and charging cords for these devices from turning into a tangled mess. The headset pocket has elastic loops to give you a place to put those extra batteries if you have an ANR headset. The lining of the Lift Flight Bag is bright orange—I mean ‘‘spot me in the woods/come get me now’’ orange—handy if you have to get someone’s attention after an unscheduled off-airport landing. You can also get the FLYING logo placed prominently on the front.

The carry handle is braided reinforced wire with metal hardware and has ergonomic padding for ease of carry. There is also a shoulder strap. Flight Outfitters has other designs—the Lift Flight Mini for the pilot who doesn’t need that much room, to the Lift XL Flight Bag and Flight Bag Pro for the pilot who has a lot to carry. For the aviators who prefer a backpack style to carry their supplies, Flight Outfitters has the Flight Outfitters Sling Pack and the Waypoint Backpack. Cost: $69.95 to $129.95

ASA AirClassics Flight Bag

Aviation Supplies and Academics has been facilitating pilot education since the 1940s, and a big part of that is helping them carry their gear. The ASA Flight Bag is made from water-repellent 600D polyester, with reinforced corners and a large central pocket with repositionable dividers for a customized configuration. The bag has zippered pockets on both ends that are large enough for headsets or tablets. On the back of the bag is an open pocket that doubles as a sleeve to slipover a roller bag for easy transport. Cost: $74.95

Leather Flight Bag

When you’re ready for leather, Sporty’s is ready for you with its Flight Gear series. The bag is made from black calfskin and has exterior pockets for a headset, GPS, and transceiver (there is also a special pocket for storage of the antennae) along with two side pockets and an organizer section for pens, keys, flashlight, sunglasses, etc. The interior main pocket of the leather Flight Gear bag is large enough to stow a headset in its case. The bag has a loop on the back, making it easy to attach to a rolling suitcase if you wish. Cost: $249.95.

Brightline B7 Flight Bags

If you are obsessive about organization—and need a ballistic gear bag—the folks at Brightline have something for you: the Brightline B7 Flight Bag. The bag is like what happens when an overnight bag and an accordion have a lovechild—this bag expands, and I do mean expands. There are so many pockets on this bag that all can be secured with a zipper. When unzipped, the bag opens up like, yes, an accordion for ease of access. Cost: $254

This article was originally published in the March 2023, Issue 935 of  FLYING.

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