The agency issued 69,503 student pilot certificates in 2023, up 24 percent from 2022.

A deeper dive of FAA’s civil airmen data shows the bulk of the certificates were issued in June (7,162) and August (7,813).

• READ MORE: The Cautionary Tale of the Destruction of Meigs Field

The June starts are no surprise. Student pilot starts usually increase in the spring as the weather improves. People receive introductory flights as graduation presents, Mother or Father’s Day gifts, or they decide to use their tax return to check that item off their bucket list or begin a new career.

The August figure may be associated with the beginning of the academic year at Part 141 colleges and universities.

Tips for Finding a School

You cannot control the weather, maintenance issues, or scheduling, but you can manage the amount of effort put into learning. To expedite your training, you will want to fly at least twice a week, although three times is better to make steady progress. Ensure the school has an adequate fleet and enough instructors to go around. 

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When you do your research, find out how many learners (the FAA’s official term for student pilots) and renters the school has as well as how many airworthy airplanes and active instructors are on staff. You don’t want to find yourself in a situation where there are 40 student pilots and seven instructors and only three airworthy aircraft. 

Don’t be surprised if there is a waiting list for training. Many programs at both Part 141 and Part 61 schools cap their enrollment to protect the limited resources of instructors and aircraft.

Also, find out if you can rent aircraft for solo flight after you have obtained your certificate. Some schools are so busy that they only allow active students to rent for solo flights. Find out in advance so there are no unwelcome surprises.

The post FAA Data Shows Student Pilot Numbers on the Rise appeared first on FLYING Magazine.

Peterson brings more than two decades of experience in senior educational roles to his new position at Skyborne. Most recently, he served as the president of Herzing University’s online division, where he achieved significant growth in student enrollment and launched five new programs.

Peterson holds a doctorate in curriculum and instruction from Utah State University and is a U.S. Air Force and Utah Air National Guard veteran with 23 years of experience. He retired from the military as a commander in 2008. Skyborne said his unique combination of educational expertise and military leadership makes him a valuable addition to its team.

Lee Woodward, CEO of Skyborne, expressed his confidence in Peterson. 

“Dan’s career demonstrates a track record of success and growth, focused on helping the next generation to thrive,” Woodward said in a press release. “At Skyborne, he will play an active role in overseeing flight training operations and enhancing our growing network of airline partners. I believe Dan will be a valuable asset to our team as we continue our upward trajectory.”

• READ MORE: Skyborne Ups Pay for Certificated Flight Instructors

Peterson also is enthusiastic about this new chapter.

“Joining Skyborne enables me to combine my passions for aviation and education and apply them to the ultimate combination—an academy that excels in developing pilots with character,” Peterson said. “I am looking forward to working with Skyborne’s CEO, Lee Woodward, and COO Ian Cooper to continue to open up flight training and genuine career options to the best and the brightest.”

Davidson, the former managing director at Skyborne, reflected on his tenure. 

“Leading the Skyborne Vero Beach [Florida] team has been the highlight of my 50-year aviation career,” he said. “Since March 2022, there has been a 220 percent increase in students, with more than 300 individuals currently in training and 5,500 training hours per month. I wish Dan all the best in his new role and am confident that he will make a significant impact on Skyborne’s growth and development.”

Skyborne Aviation Academy boasts campuses in Vero Beach and Gloucestershire, U.K. 

Editor’s Note: This article first appeared on Plane & Pilot.

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The dean of aerospace at UND, Robert Kraus, said John’s family allowed him to publicly share that the student had been struggling with mental health issues prior to his death. In light of John’s fear that he might not be able to continue flying if he admitted his struggle, he couldn’t continue to live.

I was heartbroken by the details of a letter that John left to his parents, which they shared in an interview in January.

“He spelled it out very clearly to us in his letters that he wanted to get help, but that he would have to give up flying if he got help, and, in his words, John said life is not worth living if he could not fly,” John’s father, Alan, said in that interview.

What troubles me even more is that John “felt trapped,” according to his father. 

I have wondered why John felt trapped.

The industry is facing an imperative that requires us to consider providing pilots with the support they need to protect their mental health. 

I think there are many students like John, who, for various reasons, think flying is all or nothing, though this isn’t true. Being a pilot is a richly rewarding experience, but it doesn’t account fully for all that life has to offer.

I’ve spent much of my time as an instructor trying to paint a broad picture of all the options for my students, and inversely, why it would be an advantage not to put all their eggs in one basket.

• READ MORE: Previous editions of “What a CFI Wants You to Know”

Things Beyond Your Control

When I was a college freshman, this would’ve been absurd to me. Like John, I knew that I wanted to be a pilot at a very early age. It felt like a “calling.” Two disruptive experiences forced me to rethink things. 

I first was grounded with a torn ACL as a freshman. That immediately made me appreciate all I had been brushing off from pilot mentors who told stories of other pilots, well into their careers, losing their medicals for reasons beyond their control. 

It never occurred to me that less severe things could upend a young pilot like me. In that experience, I found myself relating to Bobby Miles, the ace quarterback in the movie Friday Night Lights, who had his football dreams stripped away with an injury and no clear path to the future.

Invariably, it made me appreciate all the other opportunities I had and talents worth nurturing. I saw that there were options, like writing. I got my first job as a writer then.

Flying as a Tool?

Another time, when I finally became a CFI, I managed to squeeze barely into a new hire class to work at my old flight department. I felt that I didn’t have another option if I didn’t make it. I was shocked on day one when I sat next to a new co-worker—a student with an engineering background—who essentially said he was only doing this for fun. Why was I so myopic to limit myself in my dogged pursuit to work as a pilot? Later on, when I met more mentors who used flying as a tool to support their other businesses, I realized I’d boxed myself in.

More pilots need to hear at the beginning of their careers that the entire aviation industry can offer a lifetime of fulfilling experiences, and being a pilot is just one of them. It not only protects them from downsides beyond their control that can disrupt their flying but also encourages them to consider all their other skills.

The Industry Can Help

I can’t speak to John’s specific mental health issues, but many other students struggle with this type of anxiety. It happens in flight schools in many ways. For one, when you finally enroll in a sizable Part 141 school and have more than a thousand pilot classmates, you can’t help but question how unique you are and that if you struggle a bit in training, you could be weeded out. 

Added to that, it doesn’t help that the enduring language around training has been to identify those with “the right stuff,” a claim that has elevated flying to more than what it should be—a skillset and not a virtue. This thinking may have been the measure for wartime pilots who needed to be those of the highest caliber, but in the present-day reality of increased automation and robust crew resource management to protect pilots, does that approach serve us now?

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Moreover, the industry’s language around first-time check ride pass/fail attempts isn’t a comprehensive measure of people who might struggle early on because of different learning curves, but still evolve into stellar pilots in the long run. Instead, it is drilled into students at the beginning of the training that there is little room for failure. It is hard to argue against this thought process when one of the first things measured against an accident pilot might be the number of check rides they failed previously, not the series of actions that led to the accident. Instead, there is less tolerance for variations in the overall learning progression.

Admittedly, these are complex things, but is it possible that part of the reform needed to support pilots in the industry could come from changing the overall posture and language of training away from one that piles on anxiety in an already tense profession? 

Could the elements of a just culture—which has changed the way we talk about safety by giving pilots room to talk about their errors—also be applied to measuring learning and credit progress?

The post Flying Isn’t All or Nothing appeared first on FLYING Magazine.

Even if the aircraft owner is insured, the insurance company can still try to collect damages from the student. This is referred to as subrogation. Having renter’s insurance helps to ensure that you’re covered for certain damages not covered by the aircraft owner’s insurance policy.

LEARN TO FLY with us and get in the air quickly!

What Is Pilot Insurance for Students?

Pilot insurance for student pilots is called renter’s insurance or non-owned aircraft insurance. This insurance protects you from damages or medical expenses while flying an aircraft that you do not legally own. You can also use it to supplement the coverage of your flight school’s policy. 

Renter’s insurance can even cover expenses as a result of loss of use. Renter’s insurance is offered in several different packages consisting of a combination of three policies: 

• Bodily injury liability: This is the policy that offers coverage for medical expenses for you, your passengers, and people not in the aircraft.
• Property damage liability: Property damage liability can cover you for any damages to third-party property, except for the rented aircraft you are piloting.
• Hull coverage: This is the policy that covers damage done to the rented aircraft. The amount of coverage is dependent on your insurance policy and should be aligned with the value of the aircraft you rent. Hull coverage can also cover the owner’s insurance deductible and potential loss-of-use expenses.

How Do I Get Student Pilot Insurance?

Obtaining student pilot insurance is similar to applying for other types of vehicle insurance. There are plenty of companies offering renters insurance, which is why we advise you to do some research on the policies offered by different insurance providers. 

The amount of coverage can vary per company and policy. This is usually reflected in the rates you pay. 

You can always ask other pilots or a flight instructor for advice. They may be able to refer you to a provider. It’s a good idea to look for reviews. After you’ve found your top picks for a personalized quote before finalizing your decision. 

What Questions to Ask When Shopping for Student Pilot Insurance?

Once you start looking for student pilot insurance, you might wonder what you should look for. There are some important questions to ask when you’re on the hunt for student pilot insurance policies.

• Does this policy cover costs or salary loss as a result of loss of use of the aircraft?
• Does this policy cover me on the ground as well as in the air?
• Who exactly is covered by the bodily injury policy? Is it just me, my passengers, or also people outside of the aircraft?
• Does this policy cover legal fees in case of a lawsuit or damage claim?
• Am I covered for the aircraft owner’s deductible?

Reasons You Need Pilot Insurance

The main reason you need pilot insurance as a student is that it comes at a small price, whereas an uninsured accident can easily cost a small fortune and cause financial ruin.

Your Flight School or FBO’s Insurance May Not Protect You Fully

Your flight school, aviation training organization, or FBO is insured to protect them, not you. There are clauses in many ATO or FBO policies that allow them to charge the deductible and expenses to the student if they cause significant damage to an aircraft. 

In some cases, you may even be liable for loss of revenue from an aircraft you damaged. Student renter’s insurance can cover these gaps where your flight school or FBO’s insurance doesn’t.

Student Pilots May Be Held Responsible for Aircraft Damage

Your renter’s insurance package should include hull coverage. Hull coverage can cover you for damages to the owner’s aircraft, owner’s deductible, and even loss of use. Did you know you can be held responsible for damages that happen while the instructor is in the aircraft with you while you’re flying? Renter’s insurance ensures you’re always covered.

Could Be Liable for Bodily Injury / Property Damage 

If you cause damage to anyone or their property while operating the aircraft, you are liable for these damages. Having the right insurance policy can cover you for these damages and even medical expenses. Always be sure to inquire about policy sub-limits to see what amount is covered per incident.

Insurance rates for both liability policies at the time this story was written range from $90 to $220 per year. Hull coverage may range from $99 to approximately $2,000 per year. This might seem like a lot, but a single accident resulting in damage to the propeller or landing gear can easily cost at least $5,000, and possibly far more.

Being on Someone Else’s Policy Doesn’t Cover You

Being listed on someone else’s policy only covers the policyholder and not you as a student. You need your own renter’s insurance to cover you for potential damages and expenses. 

As an approved pilot on someone else’s insurance, you can still be held responsible for any deductible. However, having your own insurance can fill this gap in coverage and protect you from paying that deductible out of pocket. 

However, it’s still important to be on the aircraft owner’s policy as an approved pilot. Adding you as an approved pilot means the owner will still be covered under their own insurance policy and be protected if you cause damages.

Carriers May Reserve the Right to Subrogate

Subrogation means that the insurance company has the right to attempt to have the student pay for damage costs and loss-of-use expenses. Renter’s insurance can cover you for the owner’s deductibles and protect you if a carrier has a subrogation clause in their insurance policy. As deductibles are based on premiums, always ask your flight school about their policy so you can make sure you’re sufficiently covered.

How Much Does Pilot Insurance Cost?

Your student pilot insurance costs will depend on your required coverage and the assembly of your insurance package. Having additional policies and higher coverage will increase the rates but save you a lot of money and hassle in case of an incident. 

Protect Yourself with Student Pilot’s Insurance

Though the owner of the aircraft might be appropriately insured, this primarily protects them and not you. Having student pilot insurance will make it so that you can go about your training without having to worry about a single accident potentially breaking the bank. 

With student pilot’s insurance, you can rest assured knowing that you are covered for any potential expenses caused by you piloting the aircraft. We understand student pilot insurance might look expensive. However, repairing an aircraft or expenses resulting from loss of use are much more costly.

For the latest information about becoming a student pilot and getting into the air, head over to learn to fly!

The post Do You Need Student Pilot Insurance? appeared first on FLYING Magazine.

One of the first questions they often ask is, “Am I too old to learn to fly?” This is the part where the FAR/AIM is pulled out and we go over the requirements for a private pilot certificate. There is no maximum age, I say. Then we discuss the third-class medical certificate. If the learner has issues there, we discuss sport pilot or a glider rating. If they are healthy enough to obtain a third-class medical certificate, there is nothing to stop them from pursuing a private pilot certificate.

Working The “Older” Clients

“Older” is a relative term. (Once upon a time, 40 years old was old—these days, not so much.) I prefer the term “person with significant life experience.” The term “student” has been replaced with the term “learner” in the most recent edition of the Aviation Instructor’s Handbook. This change was driven by the fact that many people who learn to fly are beyond traditional school age and may take offense at the term “student.” 

With older learners, it’s helpful to find out what the learner does/did for a living. It can help you craft metaphors to explain things. For example, you might tell a veterinarian that keeping track of the instruments during IFR flight is like watching a box of kittens—you can’t fixate on one, because you will lose track of the others.

All learners have teaching experience of some sort. They may have taught a younger sibling how to tie their shoes, trained a new employee at work, or maybe even coached a sports team. After you have demonstrated a maneuver or explained a system or concept, ask them to teach it back to you. This will give them a deeper understanding of the material and greater confidence. The learners who are parents really shine here. After all, if parents were not teachers, we’d have generations being mowed down as they crossed the street. 

When learning takes place, the human race survives.

Manage Expectations

Most older learners do research before they show up at the flight school. Some of it’s accurate, some isn’t, and that can lead to some wild expectations, like the learner who thought he would solo in a weekend and then take a flight school airplane by himself to visit relatives three states away. 

• MORE FROM MEG GODLEWSKI: Rose and John’s Adventure

It is very important to manage these expectations. Make sure to use a syllabus so the learners know what they are going to learn and the order it will be applied. Explain your role and—here is the key part—what they are expected to do. For example, there will be assigned reading and study. Identify the objective of each lesson and how it will be achieved. Emphasize the need to be flexible when faced with poor weather or equipment malfunctions, and always have a “Plan B.”

You will likely find that the older learners are more inclined to study than the younger ones because they have a lifetime of experience and understand that if they prepare for a lesson they will get more out of it. The downside of this is that the knowledge portion of learning to fly can be daunting. There’s a great deal of memorization, and it can be overwhelming at first. This can be very threatening to someone who’s successful in their chosen career.

Pro-tip: Introduce the knowledge portion of the training couched in the levels of learning: rote, understanding, correlation, and application. Assure them that everyone begins at the rote level and the real learning takes place from there. Quizzes and tests given in ground school are designed there to find the soft spots in the learner’s knowledge. A good CFI will take these soft spots and fine-tune lessons so that learning takes place.

Consistency, Repetition and Patience

Consistency is key. For best results, craft a training plan that allows a flight at least twice a week.  Make sure you identify the objective of each flight along with completion standards.

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As we age, sometimes it can be a challenge to learn and retain new skills. Repetition is critical here. Some people say it’s the “old dog, new tricks” mindset, while others suggest it’s because you have so much information in your head already that it can be a challenge to add more. Learning takes as long as it takes, and both the learner and the CFI must be patient.

Older learners who are accomplished in their professional life sometimes expect that level of accomplishment to translate to flying skill. If that doesn’t happen, they can get frustrated. This is when you should remind them that all skills, from a golf swing, to pancake flipping, to landing an airplane have a learning curve. 

Expect some challenges and some rewards.

Most instructors will eventually encounter a learner who, despite having a logbook filled with hours, doesn’t not have the ability to stay ahead of the airplane. They may have picked up bad information from a previous instructor ( i.e. “My other instructor told me not to touch the rudder pedals.”) or, worse yet, their performance may be erratic. Some days they fly well, other days, not so much. They may become task saturated quickly. Have a gentle but firm conversation with the learner, letting them know your concerns and if needed, suggest a change in instructor because it’s not working with you.

Sometimes, dreams of obtaining a private pilot certificate are out of reach for health reasons. Chronic conditions such as diabetes or a medication they are on precludes them from a medical certificate. Be upfront with these clients—explain the medical requirements for the certificate they seek before they have put a lot of money into flying. Recognize that sport pilot or glider flying may be an option, or if they truly just want to get in the air, they can hire you to act as their safety pilot. For some folks who truly love flying, that’s all they need.

It can be the best part of the job.

It is extremely rewarding to watch an older learner succeed. One of the high points of my CFI career came on February 21, 2019, when Jack, who was in his 70s, earned his private pilot certificate.

• MORE FROM MEG GODLEWSKI: How to Winterize Your Flying

Jack started his flight training in 1982. He was a career Navy man. He worked as an air intercept controller, later as an air intercept controller supervisor, and finally Top Gun. Basically, he was ATC to the pilots operating off the carriers. Jack’s job was to teach folks how to control aircraft, and although he enjoyed it, he knew he wanted to be in the cockpit. Jack retired from the Navy in 1986—he quit flying in part because he met Barbara, whom he called “Babe.” She was the love of his life. They married and Jack took a job as a corrections officer. They were together until 2013 when cancer took her from him.

Jack returned to aviation in October 2015—flying helped fill the void created by the loss of Babe.

I met Jack in the winter of 2016. He was an airport bum, hanging around at the FBO and trying to finish his private pilot certificate. CFI turnover was a big problem. He would get in a groove, flying several times a week, then his CFI would leave for the airlines or another flying job. He would have to start all over again with a new CFI. Sometimes, the CFIs were a good fit and he learned a lot. Other times, not so much. He often got frustrated and would get in his own way. 

At first, Jack was not a big fan of mine. Although I only came up to his shoulder, he found me intimidating. (Full disclosure: when you wear a leather jacket and have a reputation for edged weaponry it can be off-putting—my learners describe me as a mix of Obi-wan Kenobi, Captain Janeway and Xena: Warrior Princess.) Then one day I helped him with a weather briefing. That led to answering some questions about cross-country flight planning. I showed him how to make a divert-ready sectional ruler by carving notches into a pen at 10-nautical-mile increments. A grudging respect developed, and I became his instructor.

I admired his tenacity. His attention to detail. When he did something well, I let him know it. When he did something poorly, I made sure learning took place. To help him remember things we came up with mnemonic devices that he could relate to—such as Fat Magenta, the Easy who cost $700 (Class Echo Airspace as depicted by a fat magenta line begins at 700 feet AGL). When he got frustrated or down on himself I would ask in my authoritative instructor just-this-side-of-mom voice: 

“Do I need to come over there?” 

“NO, MA’AM!” 

In 2018, Jack bought a Cessna Skyhawk. He finished his training in the Skyhawk that he christened “Babe,” after his late wife. He has a photograph of her mounted on the panel.

On February 21, 2019, Jack took his checkride and, in his words, “at the ripe old age of 75 years, one month, and one day old” earned his private pilot certificate. He had a total of 285.7 hours logged when he went for the ride. Today, he has 367 hours total time—and that number continues to grow.

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