By MR. BOOTS
After reading Jamail Larkins’ articles on the top reasons people quit flight training, while I thought the article was well-written, I disagree completely with his analysis.
I have been a pilot since about 1970 and a flight instructor for about 25 years. I only instruct because I enjoy doing so, rather than to build hours or a need for income.
For as long as I have flown, around 50% of all student starts quit either before obtaining their private pilot certificate or immediately after.
Most of them, when asked, would say that it got too expensive or they got too busy.
In fact, since we know when they usually quit, we also know what the true reason was: Fear!
Simple as that.
Flying small aircraft is dangerous, although that aspect is usually played down at all levels of aviation. Regardless of what we are told constantly, it is about the same danger as riding a motorcycle with similar experience levels. I have done both for over 50 years now.
With respect to the cost of obtaining a private pilot certificate today, yes it is expensive, but pretty much every honest CFI or flight school tells a new prospective student what the cost is on average to obtain their private pilot certificate when they start or even before that. They know going in what the approximate cost is. Today, in this area of the South, it is typically around $10,000 to $12,000.
We also tell them what the average time line is. Typically, again, around here because of weather concerns, it will be eight to 12 months total. So they know all that in advance.
Those two questions are invariably asked by nearly every prospective student and at every Discovery Flight.
Students typically quit at three points in their instruction, although today, the first two are far more prevalent.
The first is when learning stalls when taught by a poor instructor. If an instructor does not take the time on the ground to explain stalls before the flight, and gently demonstrate them and their easy recovery, it can be pretty frightening to a new student.
It becomes far more frightening if the instructor is the type who wants to show off their own ability, more than they are trying to instruct the student.
The second, and most prevalent, is right after their first or second solo flight when they realize how alone they really are up there. They are euphoric at first afterwards, but frightened while flying solo those first one or two times.
Younger people and female students are least frightened and least likely to quit soon after though, I have found.
The third previously was right after their solo long cross-country. It used to be 100 nautical miles on each of three legs and the magenta line had not been invented. They actually had to navigate via their sectional chart, VORs, airspeed, compass, and clock. That scared many out of flying, but today, with only a 50 mile requirement and a GPS telling them everything they think they need to know (which is not actually true) that is no longer a major quitting point.
So the first major reason they quit is just plain fear from stalls or that solo. Next, is poor quality instruction.
The way our system works today, most CFIs are only instructing in order to build hours to get a “real” flying job. They do not actually care one way or the other about the quality or results of their instruction and quit as soon as they possibly can once they find an actual flying job. With today’s shortage of pilots, that can occur pretty quickly.
The student is left going from one instructor to another and rarely finds one who cares very much about the outcome of the student.
Most older and experienced CFIs, such as myself, are very concerned about the legal liability problems of instruction, so limit the type and who we offer such instruction too.
The third and most insidious reason students quit is the extreme poor quality of most of the planes available for instruction today. The exact same planes that I flew in 1970 are still on the rental lines after being patched up dozens of times, and those are what are being used for most student instruction today.
A student who can afford the huge cost of learning to fly is more used to homes, autos, and everything else in their life that are in far better condition than the average beat-to-death rental aircraft used for instruction today.
It is such a disappointment that many want nothing more to do with aviation unless they are wealthy enough to buy a several hundred thousand dollar quality used airplane or million dollar plus new aircraft.
Those are the only students I fly with today, and almost all are working to obtain advanced ratings rather than their private pilot tickets.
The only exception to what I wrote above are the very high-quality aviation-based universities that do utilize quality instructors and high-quality aircraft or the very few extremely expensive flight academies that utilize professional instructors and well-maintained late model aircraft.
For those types of schools, the cost is $20,000 or more for a basic private pilot certificate and the drop-out rate is actually much lower than average.
They always discuss the true costs in advance and their students are usually more motivated to finish and go onto an aviation career.
Learning to fly is way too expensive, but that excuse is NOT the reason most students quite after starting. It may well be the reason that most never start though!
It is also a major reason that many pilots do quit later, after obtaining their private pilot certificates or other advanced certificates.
Who is Mr. Boots? Boots notes that is his full legal name. “I was born and grew up in Hollywood, California, which usually is enough of an explanation,” he says. “I obtained my private pilot certificate in 1968, my instrument, commercial and multiengine about three years later, and then my CFI, CFII, and multiengine CFI. I also obtained my A&P certificate with an IA. Most of my flying was at the Van Nuys Airport (KVNY) in Southern California, and I owned a Cardinal RG for about 10 years. I’ve flown in many parts of the world, including Central America, Africa, and Europe, but never actually flew or wrenched for a living. I was on the Rare Bear racing team when we were winning at Reno. I am still active as a flight instructor and live in Knoxville, Tennessee.”
I feel like everyone is missing the elephant in the room.
Last year I spent every spare day at the airport, this year I am dragging my *** to get out there.
Learning to fly is like mastering a new video game or encountering a new lover. It’s fascinating and interesting at first, but quickly becomes familiar.
In a world where there are 100 new games and activates created every day, aviation is quickly forgotten. The world has become too fun
I am a retired pilot and instruct part time at a small 61 flight school. My students include teenagers, new CFIs, middle aged people who have developed an interest in flying and pilots who need flight reviews or maybe an instrument rating. In my opinion, the older Cessna and Piper airplanes are excellent teaching equipment, provided they are well maintained. Some students are fast learners, others slow. I work with 3 fellow CFIs who are in their late 20s hoping for airline careers. All are excellent teachers. I would trust them to fly with any family member. One day, I am confident they will become professional pilots and their experience as instructors will be their foundation. I am equally impressed by my teenage students. One who I started as a student during the pandemic just graduated from college and also earned his CFI. A 17 year old I am finishing Private Pilot training is an example of a serious learner who also realizes the seriousness of aviation and has the maturity to succeed and be safe. There is a 15 year old with a serious disability who I am not sure will qualify for a medical, but who is an inspiration to fly with. The older students looking for interesting pastimes in flying are fun to teach. Flying is not for everyone, but for many there is no better way to spend your time. In summary, I am blessed in my late 70s to be able to be a small part of aviation and I am super enthusiastic about its future. I encourage all to follow your dreams and be patient. In the end, it’s worth the effort!
You make some great points that often get tap-danced around. I hope this continues to generate thoughtful comments before it “fades to black” like so many other GAN articles do.
I belong to a nonprofit, non-equity flying club, that qualifies as an IRS tax-exempt 501(c)(7) Social Club.
Because we are located on an airport that used AIP dollars to fund runway work, we are bound by the FAA’s grant assurances: Specifically, we cannot compete in the “flight training business” with the actual flight schools co-located here.
However, while the club cannot ‘offer flight training’ to the public, we can ‘provide flight instruction’ to our club members.
Fortunately, we have good relationships with the local schools, and we vector folks interested in learning to fly, towards them. They’re invited to then apply to the club after they are certificated.
Our club is financially ‘efficient’, with 4 well-maintained planes: 1969 C-150G, 1967 C-172H, 2005 C-172SP, & 1997 C-182S.
Our application & onboarding process is designed to filter out those folks that don’t really want to be part of a club, but just want cheap(er) access to an airplane.
We strive to keep our dues and aircraft ‘usage fees’ as reasonable as possible; but it is still certainly not cheap.
Many prospective new members show up with logbook “horror stories” like those mentioned already. Regardless of whether they trained under Part 61 or Part 141…
The financial burden incurred by someone who soloed at 10 hours and passed their Private Pilot checkride at 40 hours, is vastly different than that for someone that soloed at 20+ hours and didn’t take their checkride until they had 60+ hours.
Even when an “honest” CFI or flight school gives a potential ‘learner’ a good-faith estimate of what the total cost might be, it is still just that; an estimate. But the real-life unknowns that may impact their actual costs aren’t just limited to health issues, jobs, kids, mortgage payments & car repairs, etc.
They absolutely include the quality of instruction as well.
(& Yes…the 1969 C-150 is an L-model…not G)
I would like to add to my original comment, that I do consider the extreme cost of learning to fly and continuing to do so, as a huge determent to even starting lessons, or to continuing to fly after obtaining a Private Pilot certificate. My Hangar rent alone was higher than my Home Mortgage payment was. I only argue that it is NOT the main reason that people stop their lessons while trying to obtain their initial certificate or shortly thereafter. They KNOW those costs prior to starting their lessons.
I am in the midst of trying to get my PPL. I am 60+ hours in and definitely experiencing frustration. I knew that the cost would be high and that I would be flying in beat-up planes. The biggest surprise to me has been the incredibly low quality of the instruction. All 3 of the CFI’s that I have flown with are the type that are just trying to build hours and get a “real job”.
It doesn’t appear that learning to be a CFI includes any training or even the expectation that the CFI knows how to teach. It took me 50 hours to realize that trying to get the CFI to teach anything was a waste of time and money. You should consider the CFI to be nothing more than a safety pilot. If you expect them to teach you anything you are going to be disappointed. Use YouTube and whatever other resources you can find to actually learn something.
I believe I will be able to get my PPL and move on to instrument in the next 20 hours but I won’t be making the mistake of expecting a CFI that can actually teach me anything.
Absolutely agree. As you can see from my post, your first CFI will make or break you. As already expensive as it is, we don’t need fly by night CFI that cannot teach. You either have to find a busy person CFI living a regular life like I did or a full time I only teach type of person. Anyone else is hit or miss and not conducive to future GA upkeep.
I have had similar experiences in that I found out that there are three (3) different
kinds of CFIs out there.
The first is the young CFI who doesn’t really “instruct”, especially where Ground School
is concerned. These guys (or girls) are only interested in building hours so they can run off to the airlines. They “use” the student pilots in order to meet these requirements. On the instructional side, many will teach a student enough basic information to fly the airplane and do most of the maneuvers. However, and likely due to time constraints in the air and the cost of flying itself, (including CFI fees) they don’t make sure you are proficient, nor do they give much in the way of critiques after the flight. Time with young CFIs zips by too fast, because after your flight, he/she has another one 20 minutes later with yet another student. These same folks know little about “aviation” themselves or “how we got from there to here” or “why we do certain things”. They only teach what they were taught when they learned to fly, probably by a young and experienced CFI themselves, and got their own CFI certification immediately after they received their PPL and IFR ratings and they have never continued their aviation education beyond what they are currently doing now. So, there is an experience factor that is a bit lacking. This includes not EVER attending FAA or AOPA aviation seminars nor having memberships in aviation clubs, the AOPA or any flying activity or organization beyond their immediate flight school, nor interacting with more experienced pilots who’ve been around for years and years. The other thing that I have run into is that these younger CFIs (who don’t know much themselves) are quick to avoid teaching the Ground School elements, and instead, will often refer a student to Sporty’s, telling them give Sporty’s $200 for the “complete” Ground School package. They will also refer them to Youtube to learn something there, usually difficult topics like how to use the manual E6B flight computer, or how to calculate using formulas. To me, that is “passing the buck” and pure laziness on the part of the CFI who really isn’t doing his or her job, or doesn’t really care. These are the same kinds of CFIs who are “here today and gone tomorrow” without notice to the student, and who have then run off to the airline as soon as they have logged the required 1500 hours flight time in their logbooks. So, now what happens? The student has to find a new CFI and the new CFI usually doesn’t pay any attention to the student’s logbook entries. The new CFI will generally try and start the student off as a “brand new” student, especially in the airplane. Again, it appears to be an easy opportunity for the new instructor to build his hours with yet a new, (unsuspecting) student. This is very frustrating having to go back to Square One again.
CFIs, especially the younger ones, often have no experience or knowledge regarding
affordable, good quality home flight simulators. Actually, many will downplay their
benefits and importance referring to them simply as “games” even though many will replicate a cockpit nicely, especially if the the student purchased ATC software and has a GPS unit installed, or has Garmin Pilot connected to his sim. A student pilot can supplement his (radio) learning skills online by listening to many airports ATC operations. There are numerous, excellent home flight simulators out there. I have TWO (2) of them at my home. I use them extensively for continuing what I have learned, to practice maneuvers, simulating long-distance cross country flights using the E-6B as well as the GNS 430 and 650, and always a paper chart (because sometimes, I will simulate long cross country flights (200 miles or more) using only the paper chart and the manual E6B. It’s a challenge. The only drawback is the lack of real-time flight “movement” in the simulator. Simulated ATC in many simulator settings adds realism, especially when simulated flying in Class B air space and simulating an engine out procedure or some in-flight emergency. (I have also been known to “mentor” some students and allowed them into my house to use the simulators which they really enjoy because we don’t “play”. We do real things in them, including using regular check lists, navigation logs, figuring weight and balance, etc — all things the CFI “should” be doing (And, I don’t get paid for any of this because I am neither a real pilot nor a CFI (I have a Student Certificate. I have been flying more or less for over 15 years, but the cost of flying is now become prohibitive as has pilot insurance if you are over 70 years of age. Mostly, I quit because too many CFIs went AWOL on me by running off to the airlines without any prior notice and I got tired of having to start all over each time with a new CFI, and spending all that money that I really didn’t need to). I do however continue to visit flight schools, and do belong to some aviation activities, AOPA, and regularly attend FAA seminars when they are announced for this area (or webinars online). and participate in various flight events and on occasion, pay and fly with a CFI just for the heck of flying for an hour or two in the real airplane to prove to these yokels that I can aviate, navigate and communicate as well as they can.
The second type of CFI is the one who has a regular non-flying job somewhere, has a
family, and is usually busy with family and home affairs. He/She only does CFI work part time, so the student often times has NO continuity with that kind of instructor. This is especially annoying with female instructors who become pregnant, have their baby and then simply disappear into motherhood. You almost never see them again, ever.
The best CFIs are retired airline pilots and current, former or retired military pilots, especially C-130 drivers. These guys all have their acts together. They teach slowly, they have patience with slow learners, they will set up interesting scenarios, and they emphasize safety and teach correctness each time. They are very, very knowledge regarding all aspects of flying and ware literally walking encyclopedias of aviation.
My thoughts. It’s ok if you disagree. Those are my experiences to date.
Hey! Liked your article, I think you hit on a main reason for quitting. I do not have the purview of your decades of experience but I might the opinion of current dynamics in the shoes of a student pilot. Pilot’s getting to the airlines aka 1500 hours I think is the major problem plaguing part 61. So, I’m not a young guy anymore and do earn an OK living. My first instructor was out of KWHP, needless to say he was an aspiring airline pilot, same thing, session after session, guy didn’t explain thing well and was always on the controls (fear). I’m 40+ so I don’t remember acronyms/didos as well as someone in their 20s, therefore I actually need someone to explain things. Took me almost 30 hours to axe him, current day busy part 61s go through a mill approach in which instructors, especially young folks forget the progression of their students “instructor amnesia” due to their constant taking on flight hours/students. This was about a $6K cost, I took it and continued elsewhere, as I’m looking at this for recreation purposes. I’m at the point in life where I can consider costly mistakes as lessons learned. 75% of other students might not be able to just yet, thus quitting on the spot. I think instructor/cost factors go hand in hand with each other. Unfortunately, its hard to find a salty instructor that simply loves to teach. These are the best ones, I finally found one and learned more in 10 hours than in the previous 40 hours. He’s busy and works full time and only takes on a couple of students on but I am busy, I like that, it shows me he’s dedicated to instructing and not focused on 1,500hrs. I think this is the main reason for individuals quitting. All it takes is a crappy first instructor to ruin your pilot plans.
Come on up into the northeast, esp. NY metro area to see how expensive learning to fly and continue to fly, really is….an hour flight lesson (with an automatic tag on for briefing bef. & aft.) is close to $400 per hour in a not so new Cessna, Cirrus is way more. Should you try to eat lunch at an eatery on the field, it’s a good $25 (not including tip and 3% add on if you use a credit card) for a salad with some grilled chicken and a glass of water. If you want to progress at good pace, the very minimum you should fly is every other week, with the average student trying to fly once a week. Even use of a RedBird sim can be pricy almost $100 per hour, plus instructor rate close to $100.
The cost of living is crushing the middle class in this area, even with property taxes in the 5 digits. Everything adds up, and back in the golden age it pretty much was a rich man’s endeavor. In the 80’s we saw a surge of pilot training, some thanks to the very popular movie Top Gun, released in 1986. It was a time when the average working class person could realize the dream to fly. I don’t truly know what it would really take to bring us back to the possibilities of the person with an average salary (and responsibilities) to have a chance, even with scholarships out there, but I hope we don’t give up trying. This country prides itself on innovation and thinking out of the box, let’s not let that cease, too.
Just chiming in to +1 the point about the old wrecks used for training.
The people who can afford to fly recreationally will be driving up in late-model Teslas and BMWs: gleaming paint, excellent fit and finish, quiet and comfortable interiors. We take them out to the flight line and show them the training airplane and the honest thought in their head – loudly in their head – is: “Is this thing safe?” And even if they go along with it, two more questions begin to bother them: first, “would I ever take any of my friends, or my family, up in this thing?” and, second, “maybe this is really an activity for the kind of people who like to maintain antique cars, not really for people who dream about flying and traveling by air like me…”
There was a time when new airplanes were manufactured at dramatically lower real costs than today. With modern productivity and automation we ought to be able to do a lot better, delivering modern, sophisticated airplanes at a reasonable cost. I’ve seen lots of assertions to the effect that we can’t because FAA/inflation/small market etc., etc., but I’ve never seen anyone actually do the work to figure out what the problem really is. I’d love to see it.
There are interesting opinions and viewpoints in this article. Thank you for your thoughts.
The “Who is Mr. Boots” bio at the end of the article was fun to read.
All the comments, opinions, proposals to this string are interesting. My own experience learning to fly in 1971 was similar to Capt Mooney’s – PP checkride at 34 hours, but it took 9 years even with VA help to accumulate enough flight time + ratings to get my first flying job at age 35. Too old for the airlines at that time but it lead to a great career flying corporate. The reason I didn’t quit was because I WANTED TO FLY.
In my opinion the whole cost thing gets a little (or a lot) overblown .
Many critics of the costs of aircraft purchase have a sports car (driven only on sunny days) worth more than a good reliable aircraft , others may have a boat , motor home or such , and spend more on a vacation than the cost of a PPL .
All of these ideas are valid reasons that explain why so few people learn to fly. I received my private pilots license in May of 1964 in 36 hours for the total cost of about $700 dollars! I went on after college to get my instrument and commercial pilots license and CFI certificates in 3 months for the total cost of about $2000.dollars The cost of learning to fly today is absurd! I think it’s the ridiculous cost that keeps most young people from getting into aviation.
How about that…….Mr Boots really hit the nail on the head…..and the first reply has a lot of good ideas ….
Our problems are so clear all we need is someone with the experience to fix the problems
I have been an instructor since 1971…….ATP/CFI/A&P/IA……And a former FAA inspector. I also have been awarded an FAA Master Pilot Award…All my accidents and off airport landings were maintnenance related…..!
FAA is a big part of the problem as they drag their feet and get very little done because no one wants to make a decision and be responsible……
The LSA is the best idea FAA has come up with, but the 1320 LB weight class decision was political and needs to be changed allowing our small legacy aircraft to be used….
Being inside the FAA I learned how corrupt Washington is…..
Maybe Trump will do something about that ?…..but he has his hands full right now…
So thanks Mr Boots for your accurate article on our problems and If President Trump would appoint me acting FAA Administrator for 6 months I can put a big dent in the FAA and fix many of the problems…..holding our aviation system back for years….
Thanks………and let’s MAKE AMERICA GREAT AGAIN IN AVIATION …..!!!
Thank you for those words.
Change is coming…please look up MOSAIC. Will remove the weight based rule and replace with performance based rules (max clean stall speed, etc.). Rule is expected to finally be announced in August.
Cheers!
Well-written, thoughtful piece, Tylor. I am not a pilot but have friends who are and chat with them frequently regarding the high volume of wrecks and fatalities chronicled on this news service daily. You stated: “Unfortunately, the number of private pilots (according to the FAA) is now slightly more than half of the number of citizens rated as private pilots back in 1990, and the trend continues to decline.” In my opinion, that’s a positive trend. Why? Presumably there is some reduction in the cowboy idiot factor contributing to those wrecks, but still not enough to diminish the endless stream of pictures of GA airplanes lying in some field as crumpled caskets. The reasons typically fall into ‘fuel (mis)management’ either buying much less fuel than advised for a trip and an emergency alternate landing airport; failure to switch between tanks; flying VFR into bad WX or darkness, and a plethora of other numbskull behavior that takes their lives, leaves grieving families behind, and raises the insurance rates for everyone else. Even high-quality CFI training can’t train an enthusiastic idiot from climbing into the cockpit and acting like it’s Miller Time with the guys at the local watering hole. “Hold my beer. I bet I can make it to Cleveland on fumes.” RIP.
Fear is a self-preservation mechanism in most living creatures which instinctively act to save their lives from mortal danger. Unfortunately, too few fearsome wannabe pilots fail to react to their fears and stay away from the GA hobby. How about bowling or ham radio or model aircraft flying? Much safer better options for personal recreation. One man’s opinion…
Regards/J
Thank-you Bootsie, for all that you have contributed to private aviation over your long flying career. Unfortunately, the number of private pilots (according to the FAA) is now slightly more than half of the number of citizens rated as private pilots back in 1990, and the trend continues to decline.
While your assertion about people giving into fear is surely legitimate to some degree, for me the major drag on spending time in the air is the collective costs. When I first joined the Navy Flying Club back in the 1980s, you could learn to fly for slightly more than learning to scuba dive.
It would be immensely helpful if more was written on the real costs associated with flying today, and perhaps such honest discussions would spur the aviation community to develop more affordable ways to learn to fly, as well as to buy and maintain a privately owned aircraft.
1. The cost of lessons are too high.
2. The cost of an airplane is too high.
3. The cost of maintenance is too high.
4. The cost of insurance is too high.
5. Hangar rents are higher than the mortgage payment for my first house.
Even when some give-away program provides an underwritten form of initial flight training, the student quickly discovers that they will never, ever be able to own and operate their own airplane in today’s market. Contrast this to the early days of aviation, where our grandfathers could buy a used Jenny (Curtis JN) for what they saved from bagging groceries at the local grocery store and there were a lot of people around the local airfield who provided initial training for little or no money. While we cannot return to those days, there surely are some ways to make flying more affordable again.
1. It is in our national interest to have a large cadre of citizens trained in aviation. Our flying clubs and the Civil Air Patrol used to be great places where citizens could learn to fly. Flying clubs have been crippled by costs and the Civil Air Patrol is run more like a clique (where only a few people in each squadron get to do all of the flying, and no flight instruction is given, other than in a few gliders). This clique behavior could be altered with the stroke of Secretary of Defense, Pete Hegseth’s pen. The service branch related flying clubs could be charged (and partly funded) to provide low-cost primary flight instruction to active duty, retirees and dependents. The Civil Air Patrol must be directed to re-include flight training as part of its core mission. Every adult volunteer and every Cadet who wants to learn to fly, should be afforded the opportunity to gain at least a primary and instrument rating through their service with our Civil Air Patrol.
Back prior to WWII, the Civilian Pilot Training Program (CPTP) produced 27.000 pilots between 1938 and 1941. In addition to the Army training pilots, the CTPT operated at over a thousand colleges and at about 1,400 private flight schools across the country. We will need hundreds of thousands of pilots when the war with China begins.
2. The Air National Guard in each state should have an auxiliary that operates small aircraft and small air tankers for quick response to fires. The AT 108 is a perfect example of a small tanker that could be quickly dispatched and directed to fires when they first break-out with satellite data. Our citizens should be able to join volunteer aerial fire squadrons and learn to fly while serving as part of air tanker squadrons that are manned by a mix of full and part time personnel (much like our volunteer fire departments).
3. The FAA must stop dragging their feet on expansion of the Light Sport Aircraft category. LSA’s should be at least 200 horsepower and be capable of at least 200 knots. By broadening the LSA category, a lot more citizens will be able to fly. A way around the hangar price gouging at American airports, would be for the LSA category to have a lot more models built that can fold the wings and be trailerable.
4. Another way to make flying more affordable is for the FAA to categorize all small airfields as, multiple use facilities. Some airports already host drag racing, auto cross racing, fairs and other non-aviation events to help offset the cost of operating the airport. Add these additional uses to returning to the practice of building hangar-homes on the airfield’s perimeter, so the cost of the residence and the hangar can be combined, and the cost of owning and maintaining a private airplane would be substantially reduced, (provided that the cost of the hangar home could be kept affordable).