FSANA had previously reported that it was receiving contact from flight training providers regarding delays in obtaining provision of practical tests in some parts of the country that resulted in significant delays in training and test for applicants. We have continued to work on this issue and as a result, industry groups including FSANA, the Aircraft Owners and Pilot's Association (AOPA), representative FAA DPEs from around the country, and representatives from some training providers around the country met this past December (2016) with senior FAA representatives in Oklahoma City to discuss what might be causing these concerns, how widespread they may be, what may be done to alleviate any service provision constrictions, and a broader discussion of the overall FAA Designated Pilot Examiner program.

The FAA DPE program is set forth in a way that individuals who meet qualifications set forth and are approved act on behalf of "the administrator" to do the work of the FAA, in this case, conduct practical tests for ratings and/or certificate issuance. This long standing program allows for greater provision of numbers of practical tests than FAA staff would be able to complete.

But like our overall pilot community, changes in the examiner community, numbers of approved examiners, and where pilot training is taking place have an effect on the provision of these practical tests. In the context of this and other data, the group discussed potential solutions, both short and long term for any delays in testing that are occurring.

Delays in provision of practical test has been most pronounced in places where training density is high. In places like Florida, Arizona, Texas, and California, where the weather is good and active training providers have maintained their pilot training numbers and in some examples expanded them, if there are equivalent or smaller numbers of available examiners available than in the past the bandwidth of available examiner resources has become constricted resulting in delayed scheduling.

We do find that the national number of examiners has decreased proportionally faster than the need for practical tests. If the number of practical tests were evenly distributed between examiners, we have seen that an average examiner would need to give nearly twice as many practical test on a yearly basis now than in 1989, and even in the short term 10-15 more tests per year.

According to FAA internal calculations, in 2016 the mean number of practical tests a DPE gives is approximately 89 per year with a median of 57. Certainly some examiners give many more tests, and some examiners only conduct a few test per year. Only a small percentage of examiners, in high density training environments typically, complete more than 200 practical tests per year. Currently, an examiner who conducts more than 50 practical test activities (a test, retest, or discontinuance) per quarter is considered a high activity examiner that receives additional oversight by the FAA managing official assigned to the particular examiner.

Where training density is heavy, shortages of examiner availability is causing increased training footprints as pilots wait for tests and try to fly to stay current. This has a cost both for applicants and the training providers. Applicants spend more money staying current, and training providers are not able to transition as many students through their programs.

The meeting agenda included some immediate potential remedies for increasing approved examiner numbers in places where high density training environments are present but the number of examiners has decreased over time was discussed. Longer term solutions will be aligned with an FAA initiative within the Flight Standards division under the leadership of John Duncan where work duties will be focused more on areas of expertise than geographic location.

Industry representatives have committed to working to provide better data back to the FAA about where training is taking place, where tests are actually needed, and in what numbers they are required. With better data from the industry in these areas, the FAA and the industry will better be able to work together to target where examiners are needed, increasing numbers if needed, and working to provide a consistent practical test experience that is in line with current testing guidelines in a timely manner.

Will the solutions be immediate, no. But as small changes begin to take place, we expect positive movement toward reducing waits for practical tests in areas hardest hit. FSANA's goal is to work with the industry and the FAA to ensure training providers are able to secure standardized tests that meet testing standards set forth for training in a timely manner that allows business and applicants to successfully move forward training and testing. As the group that met and other involved parties continue to meet and work on these issues, FSANA will continue will continue to update its members and the industry on the efforts. 

Who Needs a Light Sport Plane? 

 

With the third class medical requirement for most pilots on its way out what is left of the light sport revolution? Not an unreasonable question with an unexpected answer. It is alive and well but still one of the best kept secrets in aviation. Skeptical no doubt, but suspend disbelief and read on! 

 

Four key reasons to be interested in light sport aircraft even after the change in medical rules:

• Very low operating and upgrade costs - as little as $32 per hour of variable operating costs and can be upgraded with low cost modern avionics from established experimental sources including Garmin, Dynon, Advanced Flight and many others.
• Modern, attractive designs that allow you to offer a premium product at an affordable price with great margins.
• Flexibility - can be maintained by owners who have taken an appropriate course, can be used for almost every part of the key licenses and ratings from Sport Pilot to initial CFI including Part 141 and instrument training in VMC and can be converted to experimental (E-LSA) providing even more options for personal use such as flight in actual IMC if properly equipped and flown by an appropriately rated pilot.
• Fun! Young people in particular relate to the aircraft but even more traditional older pilots get that unique smile of unexpected pleasure and surprise when they fly one for the first time.

The Flight School Perspective

 

Owners involved in the flight school business see dropout rates as one of the primary challenges to reversing the downward trend in the pilot population. Much has been written about the reasons for this including financial constraints, poor instruction, slow progress, lack of airworthy aircraft and many others. However, within all of this there is one very clear truth that emerges. Accelerated programs have very high completion rates within time and within budget. If the time and money required to achieve a goal can be compacted the goal becomes more attainable for many more people who are simply time constrained by family, work and life in general. Quoting six months to "never"  to get a private pilot license has proven to be excessively daunting for many people and relatively few ever achieve the desired result in anywhere close to the minimums allowed. An accelerated Sport Pilot license can be achieved in as little as seven to ten days for under $5,000 of total outlay but can only be carried out in a light-sport-compliant aircraft.

 

Few low-time or leisure-oriented pilots actually want to fly at night, above 10,000 feet, with multiple passengers or into heavily controlled airspace so the traditional PPL is often more than they really need or want. People who choose to pursue additional training are able to include all of the hours flown as a Sport Pilot (with one possible exception) so the license is not a wasted opportunity but an affordable introduction and stepping stone. 

 

Offering a Sport Pilot accelerated course removes multiple barriers that have prevented people from committing and completing - finances, time needed and uncertainty of outcome - and creates a culture of success that carries over into license upgrades and new ratings. Ultimately, having a light sport aircraft in your fleet gives you an affordable entry point for success and an additional rental opportunity that most other schools are not offering. 

 

Light Sport Aircraft Cost Too Much 

 

It is undeniable that most flights schools can get into business with a low-cost, old aircraft such as a Cessna 150 or 152 which fly just fine at a fraction of what most good quality light sport aircraft will cost. Whether the average American male student or instructor can realistically fit in the plane or remain within legal weight and balance limitations is a more nuanced debate. Is that first contact with modern aviation the ideal tool to build a long-term relationship and attract young people or already successful professionals? 

 

Buying a new, or even lightly-used light sport aircraft, is expensive when compared with all of the old used legacy products out in the market and finding financing for flight school use is a challenge. In the "good old days" there were often local students willing to buy an aircraft to put on leaseback but as technology has advanced and prices increased these people are few and far between. Because this process is very unpredictable, many flight schools are turning to professional leaseback companies to access aircraft they need at a known monthly cost. Flight schools looking to lease light sport aircraft can expect to pay a refundable deposit and a minimum monthly amount for an attractive aircraft with modern avionics often including glass panels, IFR equipment and full ADS-B with weather and traffic.  

 

Based on the author's eight years of experience with the flight school operation of light sport aircraft, a flight school will make more money if they can own these aircraft. Nevertheless, having the ability to try them out via a leaseback program can shorten the learning curve, provide data needed to bring a bank or investor on board and build customer interest prior to making that much larger long term commitment.

Article provided by Phil Solomon from Tecnam Aircraft. The author can be contacted at 276-952-5859 or psolomon@flyhova.com .

Be Recognized as a FSANA Supporting Partner

FSANA is a dynamic trade association that represents the interests of flight training providers. Our members are motivated and successful business operators that provide flight training in the United States and foreign countries. Your company, or a company you know, is encouraged to support FSANA in its achievements by becoming a "Partner." 

 

FSANA's core platforms include:

• Helping flight training businesses operate successfully and profitably;
• Increasing the pilot population;
• Working with other aviation and aerospace industry associations and companies to promote quality flight training pipeline development;
• Providing programs and services that will assist FSANA members to better serve their customers and local communities;
• Promoting best practices in the flight training community;
• Reducing the general aviation incident and accident rates;
• Engaging both youth and adults to explore aviation and aerospace.

For their part, FSANA Partners receive year-round brand exposure in both print and electronic platforms in multiple channels and a host of other benefits.  To learn more, please contact Debbie Sparks , Vice President at dsparks@fsana.com or 561-767-6826 or Dave Eiskowitz, Development Director at dave@fsana.com or 610-737-5207. 

 

Flight School Seeking Investment Capital

An  established  and successful Part 61 and 141 flight school is seeking $1M-3M investment capital for new enterprise start-up. Qualified parties please call 863-327-6880.

 

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Flight Training Aircraft  

Modern Flight School aircraft for lease starting from $38 per hour on a dry lease (single engine) or $130 per hour (multi engine).  Choose between VFR day/night, IFR, full glass panel and full ADS-B compliance as well as high wing or low wing.  Average 3.5 gallons of fuel per hour (single) or 7.5 gallons per hour (twin) along with minimal oil use and painless engine starting.  Aircraft immediately available.  Call Phil Solomon at 276-952-5859 or e-mail psolomon@flyhova.com for more information."