How to become a Sport Pilot

drseti · Post by **drseti** » Wed Aug 01, 2012 8:03 pm

Here's a flowchart I just put together to guide my students through the process:

http://avsport.org/graphics/flowchart.pdf

jnmeade · Post by **jnmeade** » Wed Aug 01, 2012 10:12 pm

Change "quit" to "reevaluate" or "take a break"

langj · Post by **langj** » Wed Aug 01, 2012 11:56 pm

Wow, looking at your chart makes me wonder how anyone makes it all the way. Too much stuff on it and way too discouraging. It really makes it seem like your every move could lead to end your dreams.

drseti · Post by **drseti** » Thu Aug 02, 2012 6:39 am

Wow, you guys have no sense of humor. The typical reaction of my students to the multiple exit points has been "quit? Hell no, not me!"

But, all that aside, flight training isn't for everybody, and never has been. Some people will (and should) never be pilots, and we shouldn't imply otherwise.

deltafox · Post by **deltafox** » Thu Aug 02, 2012 6:40 am

Considering the drop out rate among student pilots, I think this is accurate. Reality. This shows the failure points, not only for new students but also new instructors.

designrs · Post by **designrs** » Thu Aug 02, 2012 7:14 am

Paul. Based on the reactions from the group I think you both unknowingly and unknowingly hit on some significant points to be clarified about the training process. Students aren't going to be elated at every stage of the process. Perhaps each "Quit" should be changed to briefly explain challenges that students will face at different stages of the training cycle.

Examples:
"Realize that your body may need to build tolerance to the motion that takes place in flight."
"It will take some time to become familiar with the operations of an aircraft but eventually it will become as natural as driving a car."
"Solo flights are the opportunity to develop your skills while managing your emotions of fear, courage and self-sufficiency."

No one is born a pilot.
Some people should never be a pilot.
Some will quit along the way.
Those who face challenges and succeed tend to find it very rewarding.

pjcampbell · Post by **pjcampbell** » Wed Aug 22, 2012 10:38 am

What is the Pre-Solo written test (compared to FAA written test)? Is the pre-solo written test an unofficial requirement?

thanks

drseti · Post by **drseti** » Wed Aug 22, 2012 11:22 am

The pre-solo written test is an FAA requirement which all flight instructors must administer to every primary student before the first solo. It is developed by the individual CFI, may be tailored to the individual student and aircraft, and must be reviewed with the student, and a logbook endorsement provided, before the first solo flight.

Jim Stewart · Post by **Jim Stewart** » Wed Aug 22, 2012 12:52 pm

What I found interesting was the order of the Knowledge Test. Most sport pilot curriculum are arranged as you do it. PP seems to put a bigger weight on getting the ground school and Knowledge Test out of the way.

I'd be interested to know what your feelings are about this.

drseti · Post by **drseti** » Wed Aug 22, 2012 1:04 pm

I set my curriculum up that way deliberately, Jim. About four different reasons. First off, much of the knowledge material just doesn't make any sense to the student until he or she has a bit of flying experience, hence is not well retained. If you consider the written to be just a hurdle to be overcome, with no particular educational value, then that wouldn't matter. I believe that, in the process of preparing for the written, you are becoming a better, safer pilot.

Second, I incorporate into the individualized ground instruction (typically an hour of discussion before each flight, and maybe 45 minutes after) a lot of material that is going to be seen again on the written. It's dosed out so as to correlate to the task of the day, so it's not so overwhelming.

Third, after five weeks or so of intensive flight training (maybe two lessons a week), and reaching that milestone of the first solo, the student is ready for a break. So, I recommend a couple of weeks off from flying, just to concentrate on reviewing for the written. The Gleim training material that I use includes an online test-prep software download, so the student can take a bunch of practice tests. Once scoring in the 90s consistently, the student is then ready to knock off the written, and come back for post-solo training.

Finally, the passed written is good for only two years. If you take that first, and then your flight training gets delayed, or you lose momentum, or you run out of money, or life intervenes, you could end up having to take it (and pay for it) again. But if you take the written after first solo, you'll be so hyped that you're not likely to let anything stand in the way of completing your rating.

jnmeade · Post by **jnmeade** » Wed Aug 22, 2012 1:31 pm

Just for the lurkers, my way of instruction was dramatically different than Paul's. I don't say his is wrong and I know mine was effective. A syllabus is necessary. The student should be the center of the individualized syllabus.
There are a number of ways to learn the knowledge info and pass the written.
Without quibbling about individual approaches, my bottom line is the student is best off when s/he is able and willing to shape the syllabus. The instructor must not only permit this but look for ways to make it happen. We're not training bomber pilots in WWII.

drseti · Post by **drseti** » Wed Aug 22, 2012 5:40 pm

jnmeade wrote: the student is best off when s/he is able and willing to shape the syllabus.

Absolutely!

nbjeeptj · Post by **nbjeeptj** » Thu Aug 23, 2012 8:22 pm

An additional sure fire way to make it thru to the passed check ride is to buy an airplane before you have ever signed up for your first lesson. An airplane sitting in a hanger that you are paying for that you can not use is a good bit of motivation.

Jim Stewart · Post by **Jim Stewart** » Thu Aug 23, 2012 10:04 pm

nbjeeptj wrote:An additional sure fire way to make it thru to the passed check ride is to buy an airplane before you have ever signed up for your first lesson. An airplane sitting in a hanger that you are paying for that you can not use is a good bit of motivation.

Yeah. Been there and done that. Now the wife is doing it. I'm not sure I'd recommend it for everyone, especially with a Flight Design CT.

Targetbuster · Post by **Targetbuster** » Sat Nov 03, 2012 3:15 am

I'm coming late to this thread. But I applaude the straight forward approach to this subject. There were so many "downs" to go along with the "ups" in my case, that this undertaking became THE most difficult undertaking that I ever undertook. Without the acknowledgment of this aspect of training, I suspect many more students quit than otherwise would, just because they, like me, thought that there must be something wrong with them or perhaps their skills just because it seems so damn hard at times. Flying, for most, is a very intense and difficult thing to get comfortable with. I can't even describe how depressed I got at times. But there was one thing I wouldn't allow myself to do, and that was quit. It's especially difficult when a family member really doesn't want this to happen, which I think is quite common. It's a difficult journey, and to look at it without acknowledging this is condemning many inexperienced students to failure. JMHO.

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