Archive for the ‘Jamie Beckett’ Category

Winning the uphill battle

Wednesday, March 26th, 2014

Let’s face it, trying to get non-aviation people to jump on the aviation bandwagon isn’t easy. Yet, this is no time for despair. It can be done. Here in my neighborhood we’re doing it. Not without resistance, not without sacrifice, and not without a few bruised egos and dented reputations. But it’s happening. Wanna know the secret to making progress at city hall?

The key to making real progress is finding the resources and using the creativity that allows you to speak in a language the non-aviation community understands. That’s right. Don’t waste another minute trying to figure out how to make the benefits of aviation apparent to them. Flip the game-board over and take a whole new look at how we communicate with the non-aviation audience – an audience that far outnumbers our flying brothers and sisters, incidentally.

In a very real sense, we need them more than they need us. Oh sure, they do need us. But they won’t know that unless aviation dies completely, and that’s not an experiment we need to play with. So let’s look to success. Let’s speak their language on their terms and get right into their comfort zone.

It’s working here in central Florida. Truly it is.

When I was tasked with presenting to the city commission a five point plan our airport advisory committee developed, I didn’t spend one minute of my valuable podium time trying to teach the five politicians and assembled staff why aviation matters. Similarly, I didn’t talk about the potential aviation has to help people reach their potential, or how tourism might benefit from a more vibrant airport. Nope, I talked about real estate. Commercial real estate. That’s something the non-aviation consumer understands.

I said this, essentially. Imagine the airport isn’t an airport. Imagine that it’s a mall. A large piece of commercial property that you own and manage. It’s underperforming. You have no anchor stores, only a single outlet in the food court, a couple kiosks and a storefront or two rented – but overall you’ve got a lot of empty space to lease and no tenants lining up to sign contracts.

That’s entirely true – and because it is, it got their attention. It doesn’t really matter if the management team understands aviation. I don’t really care if they can differentiate between an AWOS installation and the PAPI lights. They have to understand this much simpler message – they have no idea what the positive attributes of the property are. They also have no idea what the negative attributes of the property are. But I do. The members of the airport advisory committee do. We’re professional aviation geeks. We not only know how aviation works, we know who works in the field. We have contacts, known in the real estate business as leads. If dealt with appropriately leads can turn into tenants. Tenants provide jobs and economic value.

The message is subtle, maybe a little subliminal, but it’s there. The commissioners think to themselves, “I don’t know how to find leads, but these aviation nuts hanging out at the airport do. They’re willing to help. Heck, they fleshed out a five point plan to revitalize the airport and breathe new life into our local economy. Maybe it’s time we let them have the ball and run with it for a bit. Maybe.”

It’s not a perfect solution, admittedly. There is still lots of work to do. But we’re in the door, we’re being taken seriously, and the five point plan is being adopted as our new method of doing business. That’s a win in my book. We could use more success in this business. So consider the unconventional act of speaking like they speak rather than wishing they could talk like we do. It’s easier. It’s faster. And at least in our case, it’s been a more successful approach to a problem that goes back decades at our airport.

Good luck. And be sure to come back and let the rest of us know how it went for you. We’re all in this together. So let’s all get into the game and work together to achieve some real victories.

In support of Light Sport Aircraft (LSA)

Thursday, February 27th, 2014

Only days after the final AOPA Summit in 2013, Cessna dropped the news that the Skycatcher was history. No longer would the GA giant put their significant corporate muscle into developing a following for their C-162, the only aircraft the company produced that was aimed at the light sport market. In keeping with the international flair of the airplane which was designed by an American company and built in China, when Cessna CEO Scott Ernest said the airplane had no future he might as well have used the German expression, “Es ist tot.”

The Skycatcher is dead. At least it’s dead as far as Cessna is concerned.

That’s not the end of the story, however. Not by a long shot. This is Cessna we’re talking about after all. The big dog of the general aviation industry. The company by which virtually all other general aircraft manufacturers are measured. There’s hardly an airport in North America that doesn’t sport a wide a assortment of Cessna aircraft on the ramp, in the hangars, and in the sky above. When the news broke that Cessna was pulling out of the light sport market, tongues started wagging.

Contributing to the overall sense of curiosity in the industry was that the announcement came only weeks prior to the US Sport Aviation Expo in Sebring, Florida. That event has been growing and finding new converts for more than a decade now. Unique among aviation events, it’s not an airshow and it’s not a fly-in. It’s a product exposition that puts potential customers in close proximity to the machines they’re thinking of buying. Demo flights are undertaken, questions and asked and answered, tires are kicked and aircraft are sold. Yes, aircraft are sold. That’s the whole point of the show, really.

So what’s a general aviation pilot to think of the light sport market these days? The mixed messages I’ve just given you are really all the majority of the pilot population has to go on. Cessna’s out, and a whole bunch of little known names are in.

Feel free to scratch your head in wonder. You won’t be alone, I assure you.

The reality is, Light Sport is alive and well. The aircraft are increasingly finding their way on to flight lines across the continent and the world at large. Those who fly them find the meager fuel burn and the lighter touch of reduced regulatory intrusion to be a beneficial factor in their decision making. Yet still, Light Sport Aircraft and the light sport pilot certificate remain largely misunderstood by the majority of the pilot population. So let’s dispel some rumors and get on with the business of growing the industry, shall we?

Light Sport Aircraft are not flimsy, poorly designed, poorly built tin cans. In fact, the ASTM (formerly known as the American Society for Testing and Materials) standard for the design and construction of light sports is in many ways superior to the old CAR 3 standard that so many of our legacy aircraft were designed and built under. For the purposes of comparison, it’s worth noting that both the Piper Cub and the Cessna 172 were originally CAR 3 certified aircraft.

The sport pilot certificate is not a dumbed down version of the private pilot certificate. For those who wish to verify this claim you need look no farther than an FAA Sport Pilot PTS and compare it to an FAA Private Pilot PTS. Because the sport pilot is prohibited from flying at night or in instrument conditions, there are fewer tasks for the sport pilot to perform during their practical test – but the completion standards for every task that is common to both certificates is identical. Yes, identical. A short field landing for a sport pilot applicant is evaluated using the exact same criteria and tolerances required of a private pilot applicant.

Light Sport Aircraft do not all employ unreliable 2-stroke engines. In fact the most popular engine on the market today is the Rotax 912 family of powerplants. They’ve proven to be tough, reliable, fuel efficient, and capable of running just fine on unleaded auto fuel. Mogas. For those who are unfamiliar with the terms, that means the Rotax burns fewer gallons per hour while using less expensive fuel than the more traditional aircraft engines in the 80 – 100 horsepower range. Unleaded fuel. We can assume the EPA is pleased with this development.

Certificated flight instructors with an airplane rating are perfectly legal to instruct sport pilot students, and perform flight reviews for sport pilots. In fact a review of sport pilot privileges and limitations are a requirement of the FIRC (Flight Instructor Refresher Course) designed to bring CFIs up to speed on regulatory changes and instructional insights every two years.

Don’t let misconceptions, misunderstandings, and erroneous assumptions color your perception of what Light Sport is, and what it isn’t. Yes, Cessna got out of the Light Sport Aircraft business. That is no more relevant than it would be to assume that small, fuel efficient cares would disappear from the roads because Volkswagen stopped building or importing air-cooled Beetles into the United States in the mid-1970s. The Beetle still exists of course, in an alternate form. And there’s no guarantee Cessna won’t see a new opportunity to enter the LSA market somewhere down the road. In the meantime there are numerous manufacturers, both American and foreign, that are producing some excellent aircraft that fit well into the Light Sport Aircraft market. And pilots are transitioning into sport pilot at an encouraging rate, whether they’re new to aviation and logging their first PIC time, or they come from the cockpit of a transport category aircraft and are facing the reality of paying their own fuel bill for the first time in their lives.

Don’t count Light Sport Aircraft out. Don’t even consider the category to have the sniffles. LSAs were sold at the Expo in Sebring this year, as they do every year. The industry might in fact be considerably healthier and more viable than you ever dreamed. Truly!

The conundrum of modern life

Tuesday, January 28th, 2014

In all my years in aviation, I can’t recall ever visiting an airport or an aviation business that hasn’t been the object of noise complaints at some point. Some suffer the indignity of public outrage on a regular basis.

I find this odd.

Bear with me now. There’s a point to this.

I live in a suburban neighborhood less than two miles from the downtown of my small city. There is a train track that runs past my house. It lies roughly 200 yards from my bedroom window. I can truthfully report in all sincerity that a train has never woken me up or intruded on my daily routine. For a guy who often works from an office that’s tucked away in that railroad adjacent house, that’s saying something. On the other hand, with three crossings within a half mile of my house, the train whistle has woken me up literally hundreds if not thousands of times.

That whistle has woken up my wife, my kids, the neighbors, and anyone who might be visiting in the neighborhood, too. So what? As much as I dislike being woken up from a sound sleep, and as much as I wish it didn’t happen–I can’t say I didn’t see it coming.

I had to drive over that railroad track to get to the house when my wife and I were house shopping all those years ago. It didn’t escape our attention that the existence of tracks was a pretty good indicator that trains might travel along those rails now and then. We took the noise in stride, because the irritation factor of the train whistle was offset by the lower cost of the home.

There was a similar home for sale less than half a mile away. It was on a lake that connected to other lakes via a chain of canals. It was beautiful. It was also listed for twice as much as we paid for our current home.

Life is full of trade-offs. It just is. There’s no malice intended. The railroad is not at the heart of an evil plot to wake me and all my neighbors up from a deep sleep. Yet they do. And still we do not build barricades on the tracks; we don’t shine lasers in the engineer’s eyes as he passes. No matter how often we find the annoyance of freight trains a bother, we know our driveways are filled with cars that were transported to this far flung location on a train. The trusses in my roof were built of lumber that arrived here by train. In fact so many products and raw materials arrive in my general area by train that I can’t even begin to envision them all. But that’s no big deal. Those same products and materials arrive in your general vicinity by train, too.

My choice is clear. I could protest the whistle. I might choose to file petitions with the courts. I suppose it’s even possible that I might go so far as to assassinate the character of railroad executives in the press. But to what effect? If I am successful I’ll simply find it harder to get lumber, or a new automobile, or any number of necessary items. If can I find them, they’ll cost me more. And they’ll cost my neighbors more, too.

Would the trains really stop? No, probably not. The economy of population and need would require them to find another route. The train wouldn’t wake me up anymore. But the noise wouldn’t stop. It would just be transported to another part of town, another neighborhood, where it would rankle the residents of a new neighborhood.

Aviation is no different. There is an irritation factor for the neighbors. At least occasionally, we have to admit that’s true. But what of it? The air traffic isn’t descending into the local park and knocking over the ice cream stand. It’s headed for the airport, a confined area that’s designated specifically as the hub of air traffic for a given area. The neighbors knew there was an airport there. Just like my experience with the railroad, the existence of an airport is a reasonably good indicator of the likelihood of arriving or departing air traffic in the near future.

That’s the trade-off. In exchange for a convenient flight to vacation and business spots. In order to have overnight freight shipments available. To provide educational opportunities for the next generation of pilots, mechanics, administrators, and more – there is an airport. And the airport creates noise. Not insufferable, constant, unrelenting noise. No. It brings with it occasional, potentially irritating noise that we all recognize as being associated with airports.

So why do I bring all this up? Simple. I’m suggesting we change our tune, stop making the argument that airports aren’t noisy, or shouldn’t be noisy, or perhaps should adopt radical noise mitigation procedures to reduce noise levels. Rather, we should admit that airports are industrial areas that emit noise. Much like the railroad, or the highway, or shipping warehouse, or a police station, or a fire station, or a garbage truck. Yet no one would expect to be taken seriously if they suggested we should close all those other services down rather than accept the noise they make.

No. We like garbage pick-up, fire protection, crime prevention, independent travel over safe roads, and good paying jobs too much to shut all that down. Modern society just wouldn’t exist without all that–or the airport.

Let’s get off defense and start playing offense. That’s where we’re going to start putting points up on the big board.

The Big Three Rules For Conflict Resolution

Wednesday, December 11th, 2013

As aviation enthusiasts we can be sure with a very high degree of confidence that we will have disagreements with non-aviation enthusiasts from time to time. Maybe the issue will be user fees. Perhaps it will be about funding of an airport project. It might even be about safety, often in the aftermath of a high profile accident or incident that has shaken the non-aviation enthusiast to the bone. Whatever the case, conflict will come our way. It’s a given. We know it will happen. The only questions revolve around when and what the specific topic of concern will be.

So let’s take that knowledge and get ourselves ready. Like it or not, when the discussion gets going every aviation enthusiast who speaks up, jots a line on a social media site, or writes a letter to the editor of their local paper is going to become a target. Perhaps of greater concern is the likelihood that they’ll be perceived as the official spokesperson for all of aviation.

Few if any of us are prepared to take on that role with any confidence.

There are a few key points to keep in mind during times of concern that have the potential to turn into confrontations. They’re pertinent to a discussion of aviation issues, but they’re just as valid when you’re in the workplace when conflicts arise, or at home when spousal differences of opinion occur. Let’s go ahead and call these points what they are; the Big Three Rules For Conflict Resolution.

1. Be respectful. We all learned this one on the playground as kids, but when tempers flare it can be forgotten in the blink of an eye. Always be respectful of your counterpart. Their fears may seem baseless to you, but they’re real points of concern for others. So take their worries seriously. Acknowledge them. That doesn’t mean you have to agree or accept their concerns as valid, but your willingness to at least admit the other person’s concerns are legitimate and understandable can become the first step to diffusing those fears and replacing the knee-jerk response of non-aviation enthusiasts with more thoughtful and well reasoned reactions.

2. Listen. We often assume we know the position of people who have taken a position that’s not in line with ours. Often that assumption is wrong. Be sure to take the time to listen, even encourage the other person to express their concerns. You may find that your argument in favor of the point you felt most central to the issue isn’t even something the other guy is thinking about at all. The best way to understand the other person’s perspective is to listen, learn what they’re worried about, or afraid of, and work productively with those issues rather than the ones you assumed were the most important.

3. Choose your words carefully. Your initial response can set the tone for the discussion as it moves forward. You can make points and begin the process of bringing your opponent over to your side, or you can drive a wedge between the two parties by saying the wrong thing. For example, when a non-aviation enthusiast rails against the reliability of aircraft engines after reading about a crash caused by a stall, don’t blurt out, “Oh that’s the stupidest thing I’ve ever heard.” While it may seem a less than insightful position from your standpoint, the non-aviation enthusiast is reacting to the news from their own specific frame of reference. Those who don’t fly think of a stall as a mechanical issue having to do with the engine. Pilots know it as an aerodynamic event having to do with the airfoils on the aircraft.

Try something more diplomatic for a first response, such as, “In aviation the term, “stall” has a completely different meaning than it does in the automotive industry. If you’d like I can explain the difference. That might help you understand what happened a bit more clearly.”

Because our perspective on aviation and the aerospace industry is likely to be very different from that of our friends, co-workers, and neighbors, we are uniquely positioned to make others feel more comfortable and accepting about aviation – or build a wall between us that will be difficult to tear down again in the future. The choice is ours. Personally, I prefer to use the Big Three Rules For Conflict Resolution. I just don’t have the bone structure to carry off a fat lip or a black eye well, and I’d rather make friends than enemies any day. How about you?

Flight training on the cheap

Tuesday, November 12th, 2013

There’s hardly a day that goes by when I don’t hear somebody, somewhere making the observation that flying is expensive. I can relate. News Flash: It is! Another News Flash: It always was.

Having established the basics, let’s at least consider looking a little deeper into our options for cutting cost and bringing the aviation experience within reach of more people, more effectively. Admittedly, the airplane is an expensive classroom. It’s also a lousy classroom. As a flight instructor I learned long ago, expecting student pilots to absorb new information while hurtling through the sky at one-hundred knots or so, way up high in the air, while the sound of the engine, propeller, and rushing airflow do their best to deafen him (or her), is close to being an exercise in futility. There are few torture chambers that are less conducive to the experience of learning than the cockpit of an aircraft in flight.

So let’s at least consider making the educational experience more rewarding, less frightening, stress-free, and immeasurably less expensive. What’s the best and least expensive flight training tool available to fighter pilots and the general public? You’re sitting on it.

Whether you’re sharing a metal park bench with a loved one, going solo in a Eames lounge chair that sells for thousands of dollars, or a balancing precariously on a folding director’s chair you just fished out of the dumpster next door, the seat you’re filling is arguably the best, the least expensive, and the most readily available flight training aid you’ll find.

It works like this. Sit in the chair as comfortably as you can. Relax. Use your imagination to put your feet on the rudder pedals. Rest one hand on the yoke (or stick, as the case may be), leaving the other free to handle the imaginary throttle, flaps, landing gear, and so on. Now run through the tasks you have to practice.

It may sound foolish, but sitting in that chair and running through a takeoff, steep turn, stall and recovery, turn-around-a-point, forward slip to a landing, or pretty much any other task will make you a better pilot. And it will do it at no cost to you. Well, potentially at the cost of some slight embarrassment if you run through your paces at work while mimicking the sounds of the engine, the gear, or the squeal of the tires when they first touch the ground. Other than that your bench, chair, or oversized garden planter can all serve as a perfectly viable training aid.

Of course you can’t log time spent balancing on the railing while pretending to perform slow-flight or an emergency descent. But you can learn from the experience. You can ingrain the steps to virtually any maneuver or task in your thought process. You can become increasingly familiar with the appropriate configuration of the aircraft, solidify the need to clear the area before initiating a maneuver, and review the completion standards in order to give yourself specific goals to shoot for. In short, you can practice flying with precision without spending a dime. That’s a pretty darned good cost cutter, don’t you think?

Since you’re thinking it, I’ll tell you. Yes, I actually use this method of training myself. I used it as a primary student and I used it throughout my training right up through earning my CFI. Years later when I decided to add a seaplane rating to my tickets, I used it again. I closed the glass doors to my office, sat down, and saved myself a small fortune by running through idle taxi, step taxi, plow taxi, normal takeoffs, rough water takeoffs, glassy water takeoffs, and so on, until I could do them in my sleep.

The only thing that had changed from the time I began using this system as a primary student was that my children were older and more capable of talking back and making fun of the old man by this point. So it wasn’t the least bit unusual to hear the sound of my daughters coming from the living room as I persistently practiced for my impending practical test. “Dad’s really weird,” they’d say. To which I’d chuckle.

Weird? Maybe. But I get to work on maneuvers without writing a check and that’s a pretty good payoff in exchange for the kids finding out I’m a bit odd.

Try it. It works.

I had no idea…

Thursday, October 17th, 2013

I’ve been hearing that rejoinder a lot lately. When I speak to groups or individuals about how aviation impacts high school students, providing direction, a sense of responsibility, a requirement for lifelong learning, and mentoring from the sort of impressive men and women who spend time at that airport, I often hear in response, “I had no idea.”

In September Polk State College, which operates two campuses here in central Florida, was approved to provide a four year degree in Aerospace Science. That opens the door to a Bachelor Degree program in pilot science for the students who are currently enrolled to earn an Associates Degree in that field. Similarly, students who were pursuing an A.S. in aerospace administration can also go on to earn their B.S. at Polk State, too. All at a fraction of the cost of a private instituion. That news also elicits a lot of, “I had no idea,” responses.

Here in my neck of the woods a high school student with a GPA of 2.75 or better is eligible for the James C. Ray Scholarship which can pay up to seventy-five percent of the cost of training for a sport or private pilot certificate. For those who cannot fill the twenty-five percent gap, there is a supplemental scholarship available through Sun ‘n Fun (the host organization for the second largest annual aviation event in the nation) that will trade sweat equity for the remainder of the cost. That means a high school student who has an itch to fly can earn a pilot certificate in this county for very low cost, or at no cost to them at all. To which people, including high school teachers, guidance counselors, and administrators often say, “I had no idea.”

Add to that news the Airframe and Powerplant courses offered at the Central Florida Aerospace Academy. This is a high school located on the grounds of the Lakeland Linder Regional Airport where students can begin their education and training to earn Airframe and Powerplant Mechanic certificates. As a magnet high school that falls under the purview of the Polk County public school system, the cost for that education and training is borne by the taxpayers in the community, not the students. This results in a program of study that leads to certification and employment in a high wage field – at little to no cost to the student. And again I hear from those who will listen, “I had no idea.”

Oh yes, and that high school has a graduation rate of one-hundred percent! You already know what people say when they hear that news. I won’t bore you with the phrase again.

These opportunities are not available to high school and college students in Polk County, Florida because there is something in the water or in the air that makes my neck of the woods appreciably different than yours, or any one else’s. These opportunities exist because of the dedicated efforts of people with vision, and drive, and a sincere belief that aviation can elevate our educational system and our economy. And they’re right. It can.

By taking a collaborative approach to doing business and sharing resources, the communities, businesses, and individuals in my county have begun to do something remarkable. We’re growing the pilot population, developing an aviation-centric culture that inspires students young and old to strive for success and achieve it, and tying our educational system to our economy in ways that will provide real growth and opportunity for generations to come.

We have banded together willingly to provide the mentoring necessary to reach these ambitious goals. We find the funding. We develop the programs. And perhaps most important of all, we work together to provide talent, resources, facilities, marketing, and sincere cooperation between our partners to do something that has never been done before. We’re creating the most aviation friendly destination in North America – and we’re just getting started.

So who is, “we?” We are the Polk Aviation Alliance, and we’re more than happy to share the blueprint for how we’re doing what we’re doing, so you can do it too.

 

Bluer skies are ahead. Believe it.

Perspective makes all the difference

Friday, September 20th, 2013

Two summers ago I went to AirVenture at the last minute. My trip was unplanned, but not unwelcome. How that trip worked out was largely a function of how I chose to view it. Rather than consider it a last minute addition to an already busy work schedule, I decided to view it as an adventure. That decision made all the difference.

With no housing arrangements and little time to make them, I simply packed a tent and a sleeping bag in the car, threw in a small charcoal grill, and headed north. The experience was wonderful. Hardly forty-eight hours after cranking up the car in central Florida I found myself rolling over the paved road at Wittman Regional Airport and into soft grassy infield of Camp Scholler.

On my second day at AirVenture I took the opportunity to sit down for lunch at what I choose to think of as a lovely, aviation-centric bistro on the ramp. Admittedly, the tables and chairs are made of plastic and the umbrellas are not quite handmade heirlooms left over from a previous age, but the atmosphere is pleasant and the food is satisfying. All in all, I have no complaints about the cuisine or the location of the al fresco dining experience at Oshkosh.

While I gnawed at my lunch, a young teenager asked if he could share a seat at the table with me. I welcomed him and we began to chat. It turns out he was working at AirVenture. In fact, this was the first job he had ever held, and he was only a few days into this new tourist driven career he’d chosen. With great animation he told me about the interview process he had to go through to get the job. He also described the work he was doing, most of which involved lifting, moving, opening, or emptying boxes of full of merchandise. None of it was very intellectually taxing, and all of it sounded repetitive and dull to me. But the boy at my table was elated to be telling the tale of his part-time job.

Maybe the most fascinating part of the entire experience for me was the boy’s excitement over being paid to come to AirVenture every day. The smile on his face left no doubt about his attitude toward his job.

It’s little reminders like that I get such a kick out of as I age. A job that would bore me to tears and make my back ache in the process turned out to be the opportunity of a lifetime for my lunch-mate. Then again, I was having a good ol’ time even though I spent a week sleeping on the ground, getting rained on, and showering in a large communal facility that would not do well in the Michelin rankings.

Life is all about how you look at what’s going on around you.

Perspective makes all the difference. What we do on a day to day basis is not nearly so important as how we view what we do, and how we feel about it. Perspective is often the difference between driving the issue and being driven by the issue. It would do us well to remember that. As for me, I’ll just choose to fondly remember my week camping at AirVenture and meeting a teenager who was about as happy and proud of his position in life as any chairman of the board I’ve ever met.

Answering the big questions

Tuesday, August 20th, 2013

It is a persistent misconception in the non-aviation world that a pilot, is a pilot, is a pilot. We who are involved in the industry, either as hobbyists or professionals, are well aware that an F-15 pilot, an A-320 pilot, and a C-172 pilot all share certain basic skills and insights, even though their day to day flying experiences differ significantly. We haven’t done a particularly good job of sharing that news with our friends and neighbors, however.

Perhaps it is this peculiarity of flight that makes answering the big questions so hard. Understand, when I refer to the big questions, I’m not talking about life and death questions that existential philosophers struggle with throughout their lives. I mean the common questions that become such debilitating stumbling blocks for so many who might potentially want to get in the game. The answers to these first curious queries can be so varied, or so unnecessarily dogmatic that a potential new convert may become overwhelmed or confused or frustrated and simply decide to go sailing, or buy an RV instead. From their perspective the other options are easier to get involved with. Heck, other forms of recreation have managed to sketch out how to get started on a simple three-fold brochure.

Why can’t aviation do that?

“How much does it cost to become a pilot?” That’s  probably the most common question I hear from non-pilots who might be day-dreaming about the possibility of learning to fly. The true answer is of course, “It depends.” Although for someone who has no understanding of why the cost of flight training can vary so widely, that simple, honest answer is insufficient to say the least.

Rather than overwhelm the newbie with long dissertations about the options of Sport Pilot, Recreational Pilot, Private Pilot, and then piling on with a spreadsheet explaining the costs and benefits of personal ownership, using the club model, fractional ownership, or renting…what if we all agreed this was a reasonable answer, “The cost really depends on how you decide to pursue your training. As a student you have a lot of control over the cost of learning to fly, and over the amount of time it takes.”

There’s nothing specific in that answer, but it covers the bases. It lets the newbie know they aren’t getting involved in a one-size-fits-all program they have to adapt to. Right out of the gate they know there are options. And those options can be tweaked to fit their work or vacation schedule. They can control costs by learning more about the various ways of accessing aircraft and picking the method that works best for them. In short, they find out right from the beginning that becoming a pilot is not something that they have to conform to, it’s simply a series of choices and challenges that vary with each individual person – depending on what they want to do with their pilot certificate in the long run.

The way we answer those big questions can have a profound effect on how large or small this pilot club gets. It’s a conversation we need to have. So be part of it, and bring your A game to the table. We could all make use of your best ideas.