Posts Tagged ‘CFI’

Barter website creator is now a private pilot

Tuesday, April 15th, 2014

Great news in a happy email from Stephanie Thoen of Aurora, Colo., today: “I am writing to let you know I completed my PPL last week with Mary [Latimer].”

Stephanie, you may recall, launched a website earlier this year that seeks to connect student pilots with CFIs who are willing to barter flight intruction in exchange for goods and services. Flight instructors can register for free at WillWorktoFly.org, whereas student pilots pay a one-time registration fee of $18.95. A portion of the fee goes toward establishing a flight training scholarship, and all registered student pilots are eligible for that scholarship, which is to be awarded monthly.

Thoen came up with the idea after falling short of funds in pursuit of her pilot certificate. (I think it’s a fabulous idea, and am half-tempted to see if I can trade my husband’s comic book collection for a commercial certificate. On second thought—scratch that; he might barter my airplane to get the comics back.) She reports that a mention in Flight Training magazine and on our website helped to boost traffic to the site, so that she will be able to offer a scholarship in June. “Any additional amount I get above and beyond…will go toward putting together a free flying camp once a year for several students,” she said.

It’s safe to say that Mary Latimer likely provided the inspiration for the free flying camp. Latimer has held free flying camps for women for three years in a row at her home airport in Vernon, Texas. I spent a few days at one of her camps in 2013, and wrote about it for the magazine. Schoen sought Mary out to finish her training.

Congratulations to new private pilot Stephanie, and kudos to Mary for inspiring others to give back to aviation.—Jill W. Tallman

Are you interested in learning to fly? Sign up for a free student trial membership in the Aircraft Owners and Pilots Association and receive six issues of Flight Training magazine plus lots of training tools and resources for student pilots. Click here for more information.

 

Sad to glad

Monday, February 10th, 2014

Jean Moule last wrote about flying in the Caymans for the Flight Training blog. She is an emerita faculty member of Oregon State University, and a published writer and artist. Visit her website.—Ed.

Fog Clearing at Home“Jean, we sure have had fog this year. Forecast today is fog all day. In two months we have flown 765 no more than two hours. Not good for the airplane to sit. If the forecast is wrong I am available to fly.“

 While the fog makes for good photos and painting, my flying needs were not being met. Occasionally we even had sun at our house at 800 feet and could see the fog bank below us, and I enjoyed it. A friend asked, “Can’t you just fly through the fog and above it?” “Yes,” I replied, “but one must be able to see the ground to get back down on a visual flight!” And the fog can close in very quickly.

While I had had eight recent commercial flights, it had been six weeks since I had flown an airplane myself. This is the longest break since I began lessons a year ago. Fog I could deal with, as I could look forward to sunnier days to come…after all, this is Oregon. What I could not deal with was the next email from my instructor.

 “Jean, I hate to be the bearer of bad news but the 172 is being sold and we are closing the office…In aviation there will always be changes and change is good, even though sometimes it doesn’t feel like it.”

 My afternoon flight now canceled, I struggled to get some balance, beginning to realize how much flying had become part of my life, even if it takes me my projected 57 hours to solo! The fog settling in my brain from no flying was worse than the real fog we had been living with for weeks. While my instructor had suggested future lesson options at other airports, I wanted to fly now. I went so far as to ask a flying neighbor if he was going up that day (he was not), as I know sunny Oregon days are limited in the winter. I felt so sad. What to do? I finished my preparations for a conference at OSU in Corvallis the next day that included a chart that illustrated my changing use of time. I had added flying for 2013 and had it projected for 2014. Would it happen?

 The day after my yearlong instructor and airplane vanished from my future, I wrote this to my former instructor.

 “Hi Steve, After looking into the bright blue skies for a day and wanting to be in it, and after a conference in Corvallis I stopped by the airport in Lebanon on my way home. Whew, what a scene!…I flew (in a really, really old 172). In my conference-going clothes. Had my logbook with me only because it was an artifact in my presentation at the conference. Sold some copies of my book to other pilots/student pilots/Lebanair Aviation owner. Change can be interesting… Jean”

New friends JeanPaul (left) and John at Lebanon State Airport.

New friends JeanPaul (left) and John at Lebanon State Airport.

Wow, I felt like I had stepped into some kind of movie set at Lebanon State Airport that certainly lived up to its motto, “The friendliest little Airport in Oregon.” Because of the sunny day, small airplanes were in and out, and I met many people. I visited, stayed, and eventually took a short flight. The flight was paid for by the sales of my book, Ask Nana Jean, because the owner of LebanAir kept asking anyone who came in if they had $10! One went to a fellow who had happened to read my Flight Training blogs! Small world—or maybe not in general aviation.

 What an unexpected find. What unexpected support and new acquaintances. And I got to fly as the sun was setting on a clear sky day!—Jean Moule

Are you interested in learning to fly? Sign up for a free student trial membership in the Aircraft Owners and Pilots Association and receive six issues of Flight Training magazine plus lots of training tools and resouces for student pilots. Click here for more information.

Marketing as a CFI

Monday, December 30th, 2013

The FAA provides CFI candidates no help in the way of marketing tips for folks looking to make a living providing flight instruction. If you are simply relying on your local flight school to do the work for you, you are making a mistake: Flight schools on the whole are some of the worst businesses that exist when it comes to properly marketing their offerings. Too many rely on walk-ins, web site hits, or word of mouth.

Further, your local flight school probably wants you to work as an independent contractor, not a full-time employee. However, even if you are an employee, the chances are you will only get paid based on billable hours. This is where you have a direct say in generating some of your own income.

Marketing can be as simple or as sophisticated as you want it to be:

  • At a minimum, have some business cards printed up, and give each new client six or seven cards to distribute to people who may be genuinely interested in learning to fly (or getting back into flying or earning a new rating).
  • Add a signature to your email that lists your credentials.
  • Utilize Facebook and Twitter to advertise not only your services, but also the accomplishments of your clientele. To minimize the risk of inappropriate material being posted, create a business page/Twitter handle that is separate from your personal one.
  • Even if you are working for a flight school, create a simple website that gets to the heart of what you do and offer. Minimize the number of links people need to hit. Advertise what you offer (more on this in a bit). Use your website to brag about what your clientele have accomplished, complete with photos or videos of recent first solo flights, checkride completions, et cetera.
  • Direct mail is old-fashioned, but it still works. You can talk to your local post office about how to target certain ZIP codes (those with higher incomes) and send out a professional-looking flyer or brochure advertising yourself and your flight school. In fact, you should confirm that the flight school is OK with this, and if it is, ask the school to share in the expense. If it won’t, use your contact number on the brochure, not the school’s.
  • Coupons. People are suckers for coupons. Work with local businesses—hotels, grocery stores, barber shops—to place and distribute coupons for intro/sight-seeing flights. Include them in your mailers and on your Facebook page and website. Make sure you include an expiration date that is 4-6 months out. This motivates the buyer/user to come in and use it, and also protects you from spikes in fuel prices.
  • Local events. During the holiday season, set up a booth in the local mall that has a running DVD about flying and has a few ground-school kits and flyers. You will have to coordinate this to keep it staffed, and it might be expensive up front, but people love to give and receive sightseeing flights for gifts. Do the same thing at local fairs, school events, et cetera. See the note above about expiration dates (for Christmas sales, extend the expiration date to Labor Day). Keep notes on the trickle-down business you create from this.
  • What do you offer? Besides being a CFI, talk up what you can add to that. Are you an instrument instructor? Multiengine? Can you offer seaplane training or a tailwheel endorsement? Come up with a package or a series to offer for your sightseeing rides. It should include a photo of some sort or a video if you can do it safely. If you can mount a camera on the strut of a Cessna, you can offer a fantastic memory to your customer. If you can get a great aerial shot of a local landmark that you fly over routinely, you can sell the same one over and over, but personalize it with each customer’s name, date, et cetera.. They may never come back to take lessons, but they may refer people to you for training or just for more rides. Remember, you want to fly to get paid, so it doesn’t matter what you are doing to produce billable hours.

What do you want to specialize in? Are you into night cross-country flights? Some instructors don’t like missing family time at night, so maybe you can become the go-to night CFI. Or do you want to do IFR training? How about IFR training on long cross-country trips? I got several vacations from my clients when I was a full-time CFI for which I actually got paid.

There is much that you can do to market what you do and what you offer. It isn’t hard, and I have not even scratched the surface of it here. Whatever you do, keep detailed records on what works and what does not so that you don’t throw good money after bad. If you do this correctly, you will probably make more money than a regional airline first officer can dream of, and maybe as much as regional captain. If you leave to pursue a flying career elsewhere, you may find that your former employers will make a strong pitch to keep you or will offer to pay you for some of your contacts, et cetera.

Heck, you might even be able to market marketing!—Chip Wright

The March “Since You Asked” poll: Two at a time?

Tuesday, April 9th, 2013

In the March issue, we asked digital subscribers whether they have ever tried to train with two instructors at the same time. The question was sparked by a situation in Rod’s column that involved a student pilot who was getting frustrated with the pace of his training. His instructor didn’t want to work weekends, which meant between his own work schedule and weather, he wound up flying only a few times a month. While he enjoyed working with the CFI, he wanted to keep moving forward. The CFI had promised him that he would more time to devote to the student’s training in a month.

It’s generally not a good idea to work with more than one CFI at a time, but I get the sentiment behind the student’s question. Rod said:

“It’s simply too easy for you to become confused when another instructor—one who has different training priorities and methods than your primary instructor—contradicts your previous learning (and yes, there’s a very good chance that this will happen).”

Our poll respondents generally had not flown with more than one CFI at a time, although not quite in the overwhelming numbers I’d predicted. Here are the results:

  • 56 percent had not.
  • 39 percent had.
  • 5 percent had not, but were considering doing just that.

What do you think? And if you’ve flown with more than one instructor (at the same time), I’d love to hear how that turned out for you.—Jill W. Tallman

Photo of the Day: The best CFI in the world

Monday, April 8th, 2013

Senior StudentWe often repurpose the photos our photographers take for Flight Training and AOPA Pilot stories so as to get the most bang for the buck. So the guys you see here might have appeared in an article about older students and younger flight instructors; or flying fathers and sons; or just flying for the pure fun of flying.

I used the photo last week to ask the Flight Training Facebook crew to say something nice about their flight instructors, and I didn’t have to ask twice. More than 50 of you responded. Here are some of my favorites:

  • Dan Simonds: William Bowen at Airwolf in Greenville SC figured out how to push me hard and get out of the way. He didn’t teach me to fly. He made a pilot of me. Many thanks!
  • Ken Gardner: I have had several instructors throughout my flying time, two stand out the most and for the same reason, both love to fly for the sake of flying, neither was using being a CFI as a means to an end. Ed Martinez out of KSBD and Flabob in Southern CA.and Drew Kemp of Oakland both pass this love onto their students in the most thoughtful and joyful way. Thank you both!
  • LeeAnn Lloyd Bailey: Patrick J-y Nuytten with San Angelo Flying Enterprise helped not only me, but my husband, brother & nephew earn our tickets! Our motto became Instructor for 40 hours, Friends for Life!
    KSJT – Mathis Field Airport, San Angelo, Texas

So there you go, flight instructors; if your earns were burning on Friday, now you know why. Kudos to all the great flight instructors who are changing lives by helping others to realize the dream of flying.—Jill W. Tallman

Student or teacher: Which is harder?

Wednesday, January 23rd, 2013

So which is harder: learning to fly, or teaching people how to fly? I’ve been on both ends of that spectrum, and looking back, it’s hard to say.

There are a lot of things in life we have to learn, some which we don’t see the immediate value in or have an interest in, such as learning rote math facts or the difference between verbs, adverbs, and dangling participles. Other things that we learn are the result of optional endeavors, such as learning to play an instrument, painting, and flying. Those optional endeavors are not necessarily easy to learn, but because we choose to do them, they are either fun to learn, or “easier” to learn, because we are motivated to learn them.

Let’s face it. Some parts of learning to fly are easy, and some parts are downright hard. Learning the FARs is rote memorization, and much of it is common-sense stuff: Don’t fly too low over houses and highways; stay out of clouds; and get a good weather briefing. All of these are pretty simple.

Other stuff is much more work-intensive and more difficult to learn, landings being the most obvious one that comes to mind. Everyone has more trouble learning to land than anything else because you simply can’t replicate the same approach (or even the same control inputs and hand-eye reactions) on each attempt. That’s also one of many variables that make teaching landings so challenging.

Every student has certain maneuvers they struggle with more than others. I recall one who was absolutely terrified of steep turns, but had no trouble with stalls and slow flight. Another—a teenager, no less—had so much trouble learning to taxi that we spent an hour one day just following yellow lines and working on using his feet to turn. Talking on the radio comes naturally for some, but creates stage fright for others.

As a student, it’s possible that you will complete your certificate and possibly never take another organized lesson again outside of a flight review.

The CFI, on the other hand, must master not only the private syllabus, but also those of the commercial certificate and the instrument rating. Further, the CFI must also be able to fly and teach these maneuvers all from the right seat, which can be a challenge.

Learning the various maneuvers is one thing, but being able to break down all the material into bite-sized chunks that students can digest is something else. We’ve all had instructors who were better than others, whether it was because of patience or the ability to convey the subject in terms that student can understand. Having had it both ways, I think that learning to fly is more difficult, only because you are getting your initial exposure to so much. You need to learn the terminology, the acronyms, the skills, and so much more. Teaching flying forces you to slow everything down, but at least you already have (or should have) a basic grasp of the material.

Of course, it would be more accurate to say that one of the bigger challenges is learning how to teach people how to fly. Unfortunately, the first several students become the guinea pigs, and the airplane becomes the lab.

What are your thoughts?—Chip Wright

A GIFT in Texas

Wednesday, November 7th, 2012

The women you see here all have one thing in common: They want to learn to fly. (And the state trooper in the background? He’s a student pilot.) As I write this, the ladies who are attending Mary Latimer’s Girls in Flight Training Academy at Wilbarger County Airport in Vernon, Texas, are hard at work, drilling through ground school, poring over sectional charts, and of course getting up in the air.

But there’s a lot more going on. There are friendships forming; the students are dealing with their concerns and fears about some aspects of flight training (stalls = yuck), and some of them are scaling mental hurdles that have prevented them from achieving their goals.

Latimer came up with the idea of an all-woman’s flight “camp” in 2011. For her first attempt (in which attendees aren’t charged for flight training, or housing, or food–only for the avgas they used), she had about 15 women. For this year’s event, which received some advance press in AOPA’s ePilot Flight Training newsletter and in Flight Training magazine, she had 40 or so sign up. That meant a scramble for enough housing, not to mention airplanes and flight instructors (who also donated their time), but if you have ever met Mary Latimer, you’d know that such minor details as not enough airplanes or instructors doesn’t phase her. She simply finds out a way to make everything work.

I spent some time with the GIFT attendees this past weekend, and I was struck by the fact that the women were so excited and so happy to be there. The perfect weather was another plus—I’m told Texas weather can be capricious this time of year, but blue skies and fairly light winds were forecast for the entire week. There was a lot of flying going on, and as soon as I get an update from Mary I’ll pass along the success stories. In the meantime, look for an article about women and flight training featuring the GIFT experience sometime in 2013.—Jill W. Tallman

Cross-country to Summit

Wednesday, October 17th, 2012

CFI Ron Klutts (left) and student pilot Pete Nardo at Palm Springs Airport (KPSP).

Newly soloed student pilot Pete Nardo and his CFI, Ron Klutts, decided to fly from Palo Alto Airport of Santa Clara County (KPAO) to Palm Springs, Calif., for AOPA Summit last week. The trip exposed Nardo to lots of Southern California airspace, but he got much more out of it than that.

Nardo is at that giddy “I love flying and I want to shout it from the rooftops!” stage. Apart from AirVenture (yes, he’s been there and plans to go again), there wasn’t a better place on Earth for him to express that joy and revel in it. He got to see the Flying Wild Alaska pilots and learn about bush flying in Alaska; he wandered the static display and exhibit hall; he attended many thought-providing educational seminars; and he got to spend every waking minute immersed in aviation.

It was a treat to talk about airplanes with Nardo over a sushi dinner at Summit, because his excitement was contagious and reminded me that we all should strive to nurture our love of GA. Meeting new pilots–at your airport, at a pancake breakfast, or at a national aviation venue–is a great way to do just that.—Jill W. Tallman

CFIs: Are these students talking about you?

Thursday, October 4th, 2012

This week I have the happy task of writing profiles on the three CFIs who were named Outstanding Flight Instructors in our Flight Training Excellence Awards. I can’t divulge their names just yet–you’ll find out when we make the official announcement at AOPA Summit 2012.

But I can share with you some of the glowing recommendations that their students wrote. And I challenge all flight instructors who might read this: Could these students be talking about you? If so, congratulations–you’re a winning flight instructor in my book. If not, well…maybe you have some homework to do?—Jill W. Tallman

“An exceptional instructor, who always delivers professional training, exceptional feedback, and extraordinary knowledge transfer.”

“Has exciting new ideas for teaching and brings laughter to difficult learning.”

“Is a natural flight instructor that is imaginative in finding ways to help struggling students.”

“Is very positive and there isn’t a flight that I leave not inspired … for the next lesson. [Instructor] loves to teach!”

“Dedication to students’ success and safety, knowledge in aviation, great pilot…great communication skillls, patience, always available for questions. [E]mbodies the best in flight training, [is] an example for other flight instructors.”

Dumb things pilots have done, part I

Tuesday, September 18th, 2012

This is a random series of dumb, sometimes just “plane” stupid, and often funny (in retrospect) things that pilots have done. There isn’t a rhyme or reason to the order. But looking back over more than 20 years I’ve been flying, I’ve seen—or heard first hand—some real doozies. These are some of my favorites.

Tried to leave, but couldn’t. One pilot, a student, forgot to untie the tail of the Cessna 152. He started it up, did his After Start checklist, and with his instructor’s consent, juiced the throttle. The nose immediately jerked, went up a bit, and then came back down as the airplane rolled backwards a bit. The CFI had not seen that the tail rope was still tied either, but immediately figured it out. He also acted as though he let all of this happen: “Don’t make me do that to you again! Now, shut this airplane down, and go untie the rope. I hope you’ve learned something!”

At least he was a quick thinker.

Left, but shouldn’t have. Airline crews have certain things that they simply can not leave without. The maintenance log is one of them. I’ve heard of several captains, though, who have, and if they are lucky, they take off, get a radio call before they get too far away, and return to the airport. The tower usually knows what’s going on, and they take enormous pleasure in introducing the world to Captain Forgetful. It’s never happened to me, but I can only imagine what the speech to the passengers is like, let alone the explanation to the chief pilot.

What’s worse is when the crew gets where they are going, and then a special ferry flight has to be scheduled if the company can’t get the logbook onto another flight to XYZ.

As a result, guys come up with all kinds of reminders to make sure that they don’t make this mistake: turning screens off, moving their rudder pedals out of reach, writing notes on their clips or their hands. Hey, whatever works.

Left, but he shouldn’t have, Part II. Did you ever try to retract the landing gear, only to find that you didn’t remove the gear pins? Me either, but others have. The pins are put in to move the airplane after the hydraulic systems depressurize. But even modern hydraulic systems can’t overcome those pins. About the time you notice it, the tower can see the “REMOVE BEFORE FLIGHT” flags flapping the slipstream. “Hey, did you guys know…?”

Maybe they’ll get the chief pilot mentioned below.

Left…the engine running. This has happened twice that I know of. The first time, jets were new to the property and the crew left for the hotel. Upon arriving in his room, the captain got a phone call from the station. He talked the station through the shutdown procedure, and went to bed. Rumor is the company never knew.

The second time (different captain), the company and the FAA got wind of it, and the captain had to do the carpet dance, as he had several thousand hours in the aircraft. Not too long after, he became the chief pilot. Go figure.

In part II, Chip Wright will share incidents that illustrate how the FAA has eyes in the back of its head, and much more.–Ed.