Does that matter? If the graduate is evaluated and standardized by an airline maybe not. If the graduate buys their own aircraft to fly the family maybe it does.
Truer words were never spoken!
I have heard it said, and agree with the statement, that there is a "heritage of inexperience" in flying instruction in this generation. I had no idea how fortunate I was in the mid '70's to be trained by instructors, who, themselves, had lots of [other than instructing] pilot experience. I did not know any better, I thought that all pilots flew with that skill and judgement. I revered "flying instructors". Then, I began to provide advanced type training on complex GA types, and would encounter less than ideally prepared (though PPL) candidates. I wondered how their (apparently to me) lack luster piloting skills had earned them a PPL. Then, I started flying a little with some of the net generation of flying instructors - those who were now teaching, where they had just learned. It was evident that they had learned what they had been taught - but it was a minimum. They had very little personal experience nor tribal knowledge to pass along, 'cause they had never "been there". Flight in regimes at the periphery of "normal" was a stretch for them. 'Problem is that their student does not know that they are receiving instruction which meets the minimums, rather than being comprehensive.
Worse, for the student, seems to be that long gone are the days when the student hangs around the airport the who day, just to watch, listen, and maybe get an afternoon flight with a sky god. I would spend all day at the airport, getting involved any way I could, and learning along the way. For cleaning a greasy airplane belly, I might get a ride in something unusual - and learn lots! Now, I stop by the airport, and the restaurant has some of the old timers, but few newbies, who might just be hanging around to learn. I guess they've gone back home after their lesson to read on PPRuNe - okay, Ill type a bit of my wisdom in here instead.
In the mean time, on those occasions when I do have to take an instructor with me on a test flight, I'll try to make it a collaborative event. Sure, I would like an independent review of my piloting skills - that never hurts, and maybe I can allow the instructor to see a few things which are within the airplane's operating limitations, though not so common. Usually it works out fine, we both get something out of it.
In the mean time, from my archives, a story, for those who have the time (it wanders a little, but it's on the theme)....
I got a phone call on day from the Director of Maintenance at the Flying Club ('never met him). He introduced himself, and said the he had a problem, and had been told I could help. Apparently one of the club 172’s had been run off the runway some time ago and badly damaged. In the interim, the former Director of Maintenance (whom I did know) had built up a set of wing jigs, and rebuilt the wings. During this time, he requested an inspection from Transport Canada, but TC declined, saying that it was not necessary. The wings were removed, and the jigs disassembled.
Fast forward a number of months, and the new DoM askes the new TC Inspector for flight authority for the now complete aircraft. The inspector inquires about the geometry of the repaired wings, and the DoM says “you had your chance when they were in the jig, now its too late.” Not good enough…So a Mexican standoff begins and there is no solution. Apparently, the inspector sought the insight of TC Engineering, who, directed everyone to me. So this was the DOM, advised by TC Engineering, asking me what I could do to bring resolution to the whole problem.
I had an idea, and I told the DoM, that I could take care of it. I discussed my plan with the TC Engineer, who agreed, and said that he would recommend it to the TC Inspector. So we all met at the airport the next week. I brought along my theodolite, suitable measuring equipment, and an Excel spreadsheet which I’d drafted, which summarized the Cessna maintenance manual wing geometry dimensions. I set the whole thing up with the plane in the hangar, and prepared to take all of the required measurements. But, of course, lunchtime came along, so we adjourned to the restaurant.
After a pleasant lunch, we all walked back across the main apron. We all watched with amusement as the club’s Piper Archer cut right across the airport at 200 feet, cutting off a plane on final, and generally disrupting everyone in the air. I asked two TC staff if they were inclined to comment to the pilot about his demonstration of flying judgment. They said that though inclined to, they were not supposed to - it was outside their job description. I said that I could, unless they did not want me to… they both smiled and said “go ahead”.
So we began our measuring, while I watched for the Archer to finish circuits. Eventually the Archer pulled on to the main apron, and I was there to greet the pilot. As the door opened, and the right seat occupant exited, I asked who was in charge. The instructor kicked into guy smilely mode, and asked if I was his next student… “No” I said “just another pilot”. I went on to explain that I had seen the odd maneuver, and that “it did not look very good from the ground” The instructor became very defensive, and started justifying his flying. I explained that I was not too interested in the details, I just wanted him to know that I had seen it, and it had not looked good. He went on again, and I repeated that it had not looked good to me, nor the two Transport Canada inspectors standing over there watching me talk to him. Well, that changed his tune, he got quiet then!. I told him that I was not there to make a fuss, just to let him know what I had seen. With that, I returned to my measuring.
Measuring completed, and spreadsheet complete, I pronounced the wing geometry as conforming to Cessna’s dimensions. I would have thought that this would be enough, but the TC Inspector still was not satisfied. I was surprised and disappointed. The DoM was less than impressed, and the stress of the whole situation was becoming evident in his demeanor. I felt the need to propose a final solution.
I interrupted, and said to the TC Inspector “how about if I test fly it. If it flies okay, the DoM gets the final flight authority for the aircraft”. The inspector turned to the TC Engineer, and asked of that would be okay with him. He said yes without a moment’s delay. He thought for a minute, but seemed to realize that he would have trouble justifying not letting me asses the plane, when everyone else was agreeable. So he agreed. A flight permit would be issued to let me test fly it, and my word would be final. The only wrinkle, I’d need a checkout to fly the plane, I knew the flying club rules. The TC Inspector agreed that an instructor could check me out in the plane while I test flew it. So the plan was set for the following week.
I arrived at the appointed time, and the plane was ready. So was the instructor – you guessed it, the same guy who’d cut across the field in the Archer the previous week! Well you should have seen the look on his face when he recognized me as the pilot who was to assess the 172! He’d been told what was going on, and to expect me, the appointed test pilot, but he had not put together two and two from the previous week. Did he ever get into suck up mode... Hello Mr. DAR this, and yes Mr. DAR that. It was easier just to let it happen, than to try to undo it.
I checked the plane over, assured myself that everything was in order, and briefed the instructor and DoM (who was none the wiser as to my previous encounter with the esteemed instructor). In particular, I informed them both that my first run would be a high speed taxi and short hop only, so not to be alarmed to think that I aborted the takeoff.
As explained, this was what I did. A run up runway 33, with 40 degrees of flap. The instructor was more than a little surprised to see me pull the plane gently into the air, with a few peeps of the stall horn, and fly along a few feet off the ground. This afforded me the opportunity to feel the roll behavior before I was committed to the flight. As I expected, the plane was fine. As planned, I landed again, and taxied off the runway. The instructor commented that he’d never seen that done before. ('fair enough, that's not an approved procedure for the 172).
I knew that rest of the flying would now be a fun hop, as the only real question about the flying qualities of the plane had now been answered. It was a nice day for a flight, and the importance of the process demanded the full affect of the test flight. Thus, I flew…
After a half hour of good airwork, I pronounced the aircraft entirely acceptable. I explained to the instructor that I was finished, and that I would be very pleased if he would ask me to demonstrate any other maneuver which he would expect to see on a check ride. His response was that I flew the plane better than any of the instructors. I thanked him for the complement, but explained that I was hoping he would write me a check ride letter. He said that he would. He then paused a moment, and asked me if I would demonstrate a roll to him. I said that I was unwilling to do this, thinking to myself that this was some kind of trick to get me to break a club rule in the aircraft - let lone flying an unapproved maneuver. He asked if the plane was capable, and I told him that it was, but I was unwilling (I never did say unable, and I think that he was picking up on this). I did offer some aggressive chandelles, and wingovers. He did seem to appreciate those.
I returned the plane to the DoM, and informed him that it was fit. My entry in the journey log to that effect was all that he needed – “Test flight satisfactory”. With that, I bid my farewells, stopping to remind the instructor that I would be grateful for a letter attesting to my having demonstrated adequate flying skill. He promised that it would come, and it did a few days later.
In a final twist of irony, the instructor’s signature on behalf of the flying club, also bore the title “safety officer”. The club safety officer had buzzed the apron with a student the previous week, and asked a pilot with whom he’d never before flown, to perform a roll in a Cessna 172 with him on board. So much for safety minded safety officers!