AOPA claim 70% drop out rate

[FullyFlapped]

There have been similar threads before, but reading articles like the one in the August edition of the AOPA mag always makes me wonder why so many people drop out.

I understand all the arguments about cost, family/life/other commitments, just getting bored boring holes around the locale etc etc etc. But it strikes me that if getting on for a couple of thousand people per year just decide to chuck away probably a five-figure investment, there must be some deeper reason ...

AOPA cite too much mindless regulation, unfriendly clubs, cost, and too many other pursuits to choose from.

The article also claims that IMC renewals are 50% down on their peak.

I don't know the answer (although I personally think the lack of an achievable PPL/IR is a problem for many, hopefully now being addressed - any news yet Bose-X?), but I'd be really interested to see a survey of those who don't renew.

FF

[IO540]

This is another "high server bandwidth" topic

The main license issue stats are on the CAA website. 1993-2000 data is here and more recent data is here.

There must be many reasons.

One could start with the really easy ones, which are people who could not, in most cases, possibly afford to fly after they get their PPL, e.g. the "£6k xmas present to a 16 year old" cases. From my training I reckon these come to at least 1/3.

Then you get those who did it as a lifestyle challenge, like climbing some mountain, getting laid, doing a parachute jump, etc. I reckon that's another 1/3.

Anecdotal evidence from the USA suggests a 2/3 dropout rate is common over there too.

Then one moves on to a debate why people who could fly in the longer term choose to give it up.

I would start with the crap PPL training, which leaves the new PPL holder largely unprepared for anything beyond a local bimble. Busting CAS is so easy and pilots are scared to death of the well publicised penalties. The reality (few get prosecuted) is very different but never let facts in the way of a good story. And I think most pilots are intelligent enough to realise this is quite serious, and I know many suffer from a lack of confidence as a result.

Then:

You get the PFA brigade offering salvation to all.

You get the IFR brigade (of which I am a part-time member) offering salvation to all.

You get the touring brigade (as above) offering salvation to all.

You get the "parachute with a lawn mower" brigade offering salvation to all.

You get the aerobatic brigade offering salvation to what remains.

I think the biggest single reason is that the whole scene is decrepit, full of anoraks, has few interesting women which ensures that most "modern" men (who still have time and money) will go elsewhere.

The next reason is that renting will get you only so far. Most of the stuff available is absolute crap, which takes us to ownership and part-ownership.

Ownership is a huge hassle and more or less takes over your life. It becomes a full time hobby. Getting airborne is wonderful and that is why people hang in there, but unless you get enough value out of being in the air, the aforementioned hassle is just too much.

The best compromise is group ownership which is why I advise anybody to evaluate their objective ASAP and get themselves sorted before they waste more time and money on the rental scene which invariably results in them chucking it in.

Also, unexplicably, many men choose women who don't like flying

The big drop in the IMCR is very real and I haven't got a clue what the reason might be. It's not as if anything has changed in the last 5-10 years. Are schools not pushing the product? Has it been slagged off so much that people get put off?

[BackPacker]

I've been considering the flying I do, based on this thread, and I think there's a serious chance that I'll be one of those drop-outs in, let's say, two years time. Why? I don't know exactly, but I think I'm one of those achiever-types who, by then, has achieved everything from flying that I wanted to achieve, and it's time to move on.

In my particular case, I did not see my flying training (3-week Florida) as an "investment" but rather as "vacation". I thoroughly enjoyed it and even if I would not have obtained my PPL there I would have had a great time. I then became member of a flying club in Holland. I got checked out on practically all of the aircraft types that the club has to offer. I took all of my family members and friends flying, went to a lot of the airfields that can be accessed in about one hours flying (and found that they're practically all the same). I have done a semi-business trip to the UK, participate in club activities like rallys and club flights to eg. Duxford, and I am currently doing an aerobatics course.

I'm not ready to drop out just yet. There are still things on my list, top of which is finishing the aerobatics course and competing in an aeros event, at least at "basic" level, possibly at "standard" level. There are also a few other activities that my club offers, that I still want to take part in. But then?

My type of flying has been very diverse so far and as a member of the club I can pick and choose the aircraft that suits my mission profile for that day. A R2160 for aeros, a DA-40TDI for long-distance touring (if the ECU doesn't decide to act up), a DR200-135CDI for a local bimble, or a PA-28 or C-172 if I take passengers sightseeing or do a rally. So buying an aircraft (CofA or permit) would limit my flying considerably, apart from the financial and practical considerations. (Although I have to admit that my club keeps the aircraft well maintained and is not afraid to do investments.)

An IR rating at this point in time is something that I would consider an "investment" instead of "holiday" or "fun". Particularly the theory bit puts me off big time. (IO540, I know about the PPL/IR working group trying to reduce the theory requirements, and I am keeping an eye on that.) Furthermore, an IR is very useful if you do serious touring or business trips and want to be less dependent on good weather. But so far I have not had the need for an IR.

Other challenges? Multi? Well, that just gives you the opportunity to get lost twice as fast, and if one engine fails the other will take you to the scene of the accident. Tailwheel - very interesting. Might consider that. CPL? Well, my day job currently generates more money than an entry flying job. No chance. FI? I would love to teach other people to fly, even for free, but right now that's not practical/possible without a CPL. Helicopters? Tempting, very tempting. But also very expensive, an "investment" rather than "hobby".

So for me, I have proven that I can fly. In two years time or so I think I have achieved all the goals that I wanted to achieve, and it's time to move on. Will I regret it? I don't think so. It's been tremendous fun. In fact, right now it still is. But although I can afford it, it still is an expensive hobby, and I have promised myself that if I find myself in the situation that I *need* to fly a certain number of hours just to keep my license valid/current, that I would give up flying immediately. And I can see that situation happening in a few years from now.

Mind you, by then I probably will have another hobby already. In fact, that other hobby might just be the cause of my flying hours reducing. That's precisely what happened to a few of my other hobbies in the past as well, so why would this be any different?

So, to summarize, I think it's not the flying scene that puts me off. It's not the lack of women or the state of the rental aircraft, or any other "negative" factor. It's the simple fact that most of us don't *have to* fly. We fly for fun, and part of that fun, for me at least, is to set myself a challenge and then achieve it. Challenges fulfilled? Time to move on.

[PompeyPaul]

Exactly

I bought my headset off of ebay and asked the owner why he was selling it. He simply said that if you are flying for something then it's fun, once you stop it becomes less so.

Initially you are flying for a PPL and so have a target
Then you are flying to take out some mates
Then you are flying to do a cross channel experience

Then, where do you go ?

If multi-engines where cheaper then that would be great. If helicopters were cheaper it would be fun to do those. They are just prohibitively expensive.

The headset owner told me about how he went to his flying club to go to an airfield around an hour away. He arrived and found his license had lapsed and so needed a check ride. That cost £180. Then the plane hire for 2 hours cost around £320. Total price for the day was £500 for a visit to birmingham (or somwhere like that). He jacked it in, having done the cross channel flight etc.

Don't get me wrong. I love flying, I think it's great. I understand though,right now I have more disosable income at this time of my life than I probably ever will again. I want to start a family in a few years time, and move house to accomodate that. My disposable income will dry up. I'll keep my license valid as best as I can, hopefully not letting it lapse, so that I can come back later. With children \ mortgage and school uniforms to buy I suspect the Birmingham for £500 return trip will be one of the first things to go.

I can fully understand though, the "I've learnt to fly", "I've done the PPL" problem is, it's not much use for anything really. (flame suit on).

Reading this month's pilot magazine about flying in Namibia. Sounds fun. On the other hand I think it would've been more fun to have done that journey from the ground. They would've experienced more of the country and culture.

From my limited time in aviation the drop out seems high, but most of them seem to go to sailing afterwards ?

[IO540]

Then, where do you go ?

If one has to that stage, is still looking for challenges, and doesn't want to go off in a different direction (e.g. aeros), then that more or less leaves "going places". This is possible but difficult under VFR, and it is at this point what a lot of owner/pilots go off and get the FAA IR. We are off in a few weeks' time to Crete, Ukraine, and a few other places, over a 2 week holiday. The flights should provide great views (weather is a lot better once away from the UK) and it's a much more interesting experience than a normal holiday even for the non-flying passenger.

If multi-engines where cheaper then that would be great.

That is largely a myth, because a twin doesn't (in itself) offer a great increment in mission capability over a single. You just pay a load of money for the spare engine, plus (given that most are very old) a load of money for maintenance.

If helicopters were cheaper it would be fun to do those. They are just prohibitively expensive.

That's a whole different business. A heli can give you a level of mission capability within the UK (they are short range things) which a fixed wing pilot could only dream about.

The headset owner told me about how he went to his flying club to go to an airfield around an hour away. He arrived and found his license had lapsed and so needed a check ride. That cost £180. Then the plane hire for 2 hours cost around £320. Total price for the day was £500 for a visit to birmingham (or somwhere like that). He jacked it in, having done the cross channel flight etc.

He should have dumped the self fly hire scene. It's a dead end, for most people.

I can fully understand though, the "I've learnt to fly", "I've done the PPL" problem is, it's not much use for anything really. (flame suit on).

No flaming justified; this must be a common scenario.

Flying to Namibia may be fun but it's a helluva long haul, for the most totally dedicated anoraks only. You need a specialised overflight company just to organise the overflights, avgas shipped in drums, etc.

I've just read a great trip report of somebody flying a Mooney (with a ferry tank, presumably without a permit from each airspace, but what the hell) from Germany all the way to Chile. Must have ben a great trip but I wouldn't want to do it.

[Slopey]

Thankfully, I've managed to get into a group which has been a godsend. After FAS went pear shaped the local rental prices are circa £150 plus £17 landing fees - no way I'd be able to afford it after getting my PPL.

The biggest issue for me (and to some extent the geographical location I'm at) is the weather.

It's been mostly miserable this year - the cloud base has seldom been above 2500 feet, and with MSA of 3/4000 required to get anywhere, it's been a bit of a pain. 1000-1500 feet round the coast gets very boring, very quickly.

Keeping current has been a huge challenge (even now I still need 1 t/o & lnd to be back inside the 90 day rule) but hopefully, if we get even a month of nice weather I'll have that sorted out.

I would have like to have flown from Aberdeen to Inverness for work reasons couple of times by now, but the WX hasn't permitted it - so I'm now seriously considering the IMC.

However (from another thread/the ANO/ Lasors) - I can't use the group aircraft for the training (but I can for the test) as it's the initial issue of the rating, so I'm stuck with club rates again and a significant investment. And then I'll have to keep that current also - but to be honest, with the IMC I would definately fly more.

Realistically, there's a HUGE limit on what you can do VFR in parts of the UK due to our wonderful weather, and rental prices are usually extortionate (especially with the 28 day currency on most clubs).

It's no wonder people give up.

[BackPacker]

What are we worried about?

IO, FF, why are you so worried about the 70% number?

Flying, for PPL holders, is a hobby. Just like riding a motorcycle, sailing, golf, caving, diving, whatever. I think that if you look at the numbers for dropouts at those other hobbies, after people have achieved a significant milestone in that hobby, are not that different. Yes, in flying they may be a little higher, owing to the fact that flying is more expensive and requires currency to do it safely. But how many people still play golf regularly enough to maintain a handicap, three years after getting their golf license? How many people still dive regularly after having gotten their initial license at, say, the Bahamas? How many people out there with a motorcycle license who haven't ridden in some years?

The 70% dropout rate would be worrying if all of those 70% would regret it. But I think there's only few who have to give up flying because of factors like losing a medical or losing disposable income. The rest gives up flying (or lets licenses lapse) because of a shift of interest. And they don't regret it.

[muffin]

I learnt to fly in 1980 on 152s etc. I hit the same "what now?" after the PPL and bought a share in an elderly C172. That took me through the IMC rating and the cross channel/UK touring phases, then I went through several shares in various other aircraft. For several years I did only the 5 hours that were needed then to keep the licence, but never actually let it lapse. I suppose my interest just dropped to a slow tickover but never died completely.
Then after 20 years I discovered helicopters. That changed my world completely. They are so fascinating, so capable and such a challenge every time you turn the starter key that my aviation interest has been born again with a vengeance. I now fly my R22 several times a week and have a share in a modern VLA with a Rotax engine. I also fly a modern 3 axis microlight. So now I walk into the hangar and decide what I feel like flying that day. Interestingly I now very rarely go anywhere more than an hour away and have no wish to cross the Channel again. But I am determined to keep flying as long as I can until the day comes when I cannot pass the annual medical.

[FullyFlapped]

IO, FF, why are you so worried about the 70% number?

I wouldn't say I'm worried about it : provided that the intake figure more or less keeps the active numbers constant, then no problem.

However, if more people are dropping out than are coming in, this will inevitably lead (or indeed add) to the current decline in access to facilities (eg regionals) and levels of available equipment, tuition and ability to "have a voice" in planning and matters such as the lobbying of EASA for a revamped PPL/IR and so on.

It's not an issue for me : I know what I want to do, and how to get there. On the other hand, if I owned a flying school ...

FF

[dublinpilot]

I think a big factor is the value for money factor. Not the cost, but the value for money.

Whether your interest is in aeros, farm stripping, or touring, it becomes hard to justify a large sum of money for an afternoons flying.

Aeros
Aerobatic aircraft tend to be more expensive to hire and fewer groups. I've never done aero's, but I imagine that after awhile it becomes hard to justify £200 for throwing yourself around the sky for a little while, especially when you've done it so often before.

Farm stripping
What do people do when they land there? If you land, make yourself a cup of tea, sign the book and fly away again, then likewise it can be hard to justy a couple of hundred quid for your afternoon. (Harder if you have to justify it to a spouse who thinks it would be better spent on shoes!)

Touring
This is where my interest would lie, but I don't think the skills required are really imparted on the PPL course. Well perhaps they are to a limited extent, but the experience required, and the confidence needed are not distilled on the PPL course. Probably because the cost of taking a couple of students on a few international flights would be a lot. Renting organisations rarely like you taking an aircraft away for any length of time, and if they do allow you then there is minimum hours to worry about. I understand this from the schools point of view, but from the renters, it's hard to justify the cost. For example I am going to Germany next month. I'd love to fly myself, but at a return cost of appx €1500 (which in itself is very cheap for GA) vs a Ryanair trip of €60 it's hard to justify.

The trick here is to either buy yourself, or get into a good group/club which allows you to take an aircraft away for a few days without minimum hours, and at reasonable rates. Then you can justify a weekend away, that involves more than just flying there and back....you have some time on the ground too. Better still, join up with someone else, and share the trip....and gain the experience together. For most people though, they have left flying before they get to discover this.

dp

[Fuji Abound]

I was told recently by someone who would know that the problem with most PPLs is they spend most of their time being SH""t scared.

Never thought of it before, but I suspect he is right.

At best, they are comfortable with flying on good days - and we get few enough of them. Then they are only comfortable with not going too far afield.

The trouble is by the time they have realised they are not comfortable flying most of the time, and the rest of the time the weather is too poor and that when they are going anywhere they could drive there in a quarter the time and at a quarter the cost it all seems pretty pointless.

If you get over those hurdles the other hassle is the problems going anywhere. In the UK it is not too bad, but once again you can usually drive there quicker and always at less cost AND you now have a car with you. Getting from airports is always a hassle and costly.

Going abroad would make a lot of sense. However, we make the whole process so inordinately complicated. The Terrorism Act, customs declaration, flight plans, channel checkouts, lack of readily available information about routes, airports, NOTAMS, weather - is it a surprise most give up.

I was south of Paris on Saturday. As usual L2K was snowed under, anywhere further south was deserted. In my view L2K do a brilliant job. Easy access, bikes for hire, a bit of English, seamless customs and flight planning etc - guess why it is so popular. It just works. For all of those reasons most are "scared" of going any further south.

So if you are fed up with local jollies, too scared to tour cant be bothered with the hassle, that only leaves aeros to keep up your interest. As much fun as that is most people cant afford to do it, and if they can they are still scared s££tless most of the time.

As for me I am off to Ireland - I couldnt be bothered to go by scheduled for a few days, and I certainly wouldnt drive there. I will put up with telling plod, customs et al because I have nearly got it down to a fine art.

[sternone]

I tried them all... Golf, Sail and Flying.

I hated the Golf, it bored me to death, i wen't to some really nice golf courses in the South of France, and then i descided that it's a ****ty sport and i don't know what the fuss is about it.

Then i sailed, the problem is that you are on sea.. for us the North-Sea wich isn't the Caraiban you know... mostly there is to much wind, or to less wind, then you have to motor, and it's slow and also booring. You have no comfort (even in 1M$ boats) but somethimes it can be fun.. but mostly it's very uncomftable, and i hate most mentality of sailboat people...it's like you have to be friends with people you would otherwise ignore.

Then i tried to get my PPL, oh boy, that is fun, it's each time pushing my limits.. and it's satisfying, don't we all need something un-ecomomical, purely emotional and little bit dangerous in our lifes ?!

What else do we need to do ?? Tell me ?? The most important and difficult thing is to know what you wan't in life, once you know that, achieving it is much easier...

[172driver]

A mesage from the Touring Brigade

Well, well, gentlemen - why so negative ?

Guess I'm part of the Touring Brigade (salvation to all, donations accepted via PM ).

I always thought that a/c were meant to go places and that's what I tend to do. In the past 18 months or so been to Morocco (all the way to the other side of the Atlas), across Europe, around Spain and Portugal, in Florida and, most recently, around Namibia (wasn't me who wrote the Pilot mag article, must get it, I don't normally read UK flying mags).

Now, I hasten to add, all the above in rented a/c. It IS doable if you want to do it, and not for a King's ransom. I am also blessed with a wife who actualy enjoys touring by a/c, as long as the sectors are not too long.

Sure, flying is not the cheapest of hobbies, but ever tried a week's skiing in Verbiers or similar ?

I find leaving an airfield on the North Sea in the morning and then seeing the Med glitter in the late afternoon light as you come over the Massif Central or cruising above an endless sea of sand dunes, flying above LA at night - the list goes on - a most gratifying experience.

I, for one, would not want to live without it.

Happy Landings.

[flyingsteve55]

All of the above makes interesting reading and I can equate to most of it. In my 50's and post-kids and divorce I gained my PPL only a year ago and am probably still in the 'honeymoon' stage. Considering some of the points made and in no particular order I have the following to add for what it's worth.

At present I rent from the training organisation I trained with. Not because I especially want to but because, if I am honest I still feel I need the 'comfort blanket' of having someone I know to help me out when I need it. I am currently trying to find the right group to join - my confidence in my ability is growing and it's time to start doing some decent touring.

The costs associated with renting are close to crippling at times and provide a good case for ownership or group flying. For example during the last 6 weeks

• I have had to do the 28 day check flight (requirement of the club)due to the earlier cr*p weather - 0.5 hrs three circuits with instructor just over £100
• Six month dual check (requirement of the club) 1.9 hours with instructor that had to include an excursion to the nearest grass strip for a couple of touch and go's £350!!
• Return trip to Wellesbourne 1.8 hours £220
• Return trip to Goodwood with a bit of bimbling 1.6 hours and another £200 or so
• Oh yes and renewal of medical another £150

There was earlier reference to training for PPL not preparing the student for life beyond the GST. I was fortunate that the establishment I trained with provided opportunities, and still does, to experience other activities. One such was a weekend trip to Caen to have a go at aeros. What an experience, planning for a long(ish) trip especially over water, navigating across the Channel, dealing with different air traffic requirements and controls, flying a taildragger (CAP10) for the first time and actually being in control whilst doing aeros and finally when the weather turned into IMC for part of the return being able to experience flying in cloud and rain with a qualified and skilled instructor - priceless.

I am by no means a wealthy man but the reason I fly is simple - I love it. I love the feeling of being in control of a machine against whatever the elements throw at me. I love the feeling of freedom and the peacefulness (if you discount the steady drone). Yes I get scared or more accurately nervous from time to time but I don't think I could give it up if wanted to!

My next challenges, more experience on tail draggers, short strip flying, touring. I might have to give it up next week, who knows, but for now I'm well and truly hooked and would be staisfied just punching holes in the sky if it keeps me current. Dammit the old savings account will just have to suffer!

[bogbeagle]

Interesting thread.

I'm not sure that the cost of flying is the determining factor in drop-out, though it may hasten the day for many.

It's been said already that you "have to fly for a purpose". I think that this is a significant factor in drop-out.

An analogy. We each have a car; and motoring is very cheap. How many of us take our cars out just for a drive around? Not many of us, I'll wager. I wouldn't dream of getting into an aeroplane just to stooge around the local country-side.

I'm pretty confident that the piloting drop-out rate is comparable to other activities. Once the individual has achieved his goals...PPL, going solo, or whatever...., it is quite reasonable for him to move on. Back-packer's views most closely echo my own.

It's probably true that most PPls are ill-equipped for cross-country work, but that isn't the schools' fault. There is every opportunity for more adventurous flying than that which is prescribed in the PPL' syllabus...if you are prepared to pay for it.

As to hours'-building instructors...well, you don't have to fly with them. Fly with the instructor that you want; don't be fobbed off; you are the customer, so tell the school that you want to fly with an experienced instructor.

[Pianorak]

IO540 wrote: Ownership is a huge hassle . . .
After two years of sole ownership I can honestly say I find it less of a hassle than hiring a club aircraft. Can’t comment on group ownership but from what I hear that too isn’t necessarily unalloyed joy.
There is less hassle booking out – nobody to check your credentials, nobody to authorize anything, taking tacho readings before and after each flight takes but minutes, keeping the engine and airframe logs up to date is again not very time consuming – and that’s it. Assuming you have a reliable maintenance company you hand your aircraft over when due and collect when ready. Sorted!

[englishal]

You forgot one IO:
Those who have had the sh*t scared out of them and vow never to fly again

Seriously though, I have had had 2 times I have thought "if I get out of this alive I promise never to fly again". Time 1) was flying into embedded Cb's and time 2) was when wake turbulence tried to turn us upside down at 1500' in a 172. Still, I never listen to myself, which is why I'm still flying.
---------------------------
I think one of the problems is that it is EXPENSIVE for the average punter. The only way to get useful flying is to commit and buy a share rather than rent IMHO.

If you rent you can't just take the aeroplane away with you for a few days, or else it costs a fortune - which is why I want to be able to fly. For example for me to solo rent a Warrior to go to Jersey for 3 days it'd cost be about 9 hours of flying (£900+). By contrast I can take my aeroplane there and it costs me 2 hours at £40 per hour (plus I get the fuel drawback) and I can leave it on the ground as long as I want.

But as an aeroplane owner you need to be able to get your hands on a few grand at short notice, which not everyone can do........

So swings and roundabouts. I am glad I bought or I very much doubt I'd bother flying in the UK at all - only in the USA.

[IO540]

After two years of sole ownership I can honestly say I find it less of a hassle than hiring a club aircraft

Well I agree with that, very much. By "hassle" I meant there is a considerable learning curve, and for many there are obstacles like problems with maintenance and hangarage.

I reckon that owning a simple spamcan (that can live outdoors) and simply throwing some money at a maintenance form at the Annual, is relatively problem free. A lot of owners do operate like that.

IFR tourers need hangarage, and a lot more TLC in general because you can't afford to have the plane and the equipment rotting.

Englishal, a very valid point I am sure. I have managed to accumulate ~ 800hrs without getting scared but I think most pilots have been there. It may have a bad effect on a pilot who is quite new.

It's probably true that most PPls are ill-equipped for cross-country work, but that isn't the schools' fault

No, they are just teaching the syllabus But I agree with you; the blame for the decrepit training is largely higher up. I say "largely" because the training business is to blame for the high proportion of instructors who are just passing through on their way to the ATPL and most of them have never flown anywhere for real.

Anyway, to move away from negativity... what could one do to improve things?

Mentoring has been suggested, and met with a less than enthusiastic response; I guess because schools are nervous of "their" students spending money elsewhere and getting "dodgy" advice from "mere PPLs". There are loads of PPLs who are very experienced. Some of them also own modern planes, which would expose the newbies to what they could one day be flying in, rather than seeing nothing but old junk. This could make a huge difference to the dropout rate.

A much more achievable FI rating which doesn't need the CPL exams. Currently, a PPL can be an FI but can't be paid anything and AFAIK has still got quite a hill to climb. This would improve on the ATPL hour builder scene, but I doubt many schools would like it because they do like their hour builders, most of whom will work for next to nothing (in some cases I have seen, £10/day or even zero, when not flying).

Syllabus modernisation which supplements the WW1 navigation with GPS. Here we go again ...

One has to remember that a small difference will make a big difference. If say one could reduce the ultimate dropout rate from 90% to 80% that would double the # of active pilots.

[S-Works]

This thread actually makes very interesting reading for a change. As one of those on the IR Working Group and active with the AOPA working groups it is interesting to see varied view points.

I learnt to fly with the RAF when I was young, left the RAF and did not fly again until around 2000 when my wife bought me a ML lesson. I took one flight and was hooked again, flew around 300hrs in 18 months on them and started to realise the limitations so switched to group A. Flew a lot more hours and realised the limitations of the club rental fleets, crap avionics, restrictive hire terms and expense. So bought myself a Cessna 152, flew that for 800hrs over 2 years with the night and IMC thrown in. Decided I wanted faster and went multi engine. Then decided I want more reliable mission capability so went Instrument Rated. Switched the 152 for a 172 XP so I had a real 4 person aircraft and went wild touring all over Europe.

Did a PPL(H) on the way and discovered apart from chasing sheep and short hops for work they were next to useless for the thing I enjoyed most which is going touring.

I have flown two and a half thousand hours since 2001, accumulated commercial Instrument ratings, type ratings and Instructor ratings.

I really enjoy the touring side and like IO540 really like the challenging long distance stuff where you have to organise over flight, fuel etc. I also really like the Instruction side of flying and hope that I put something back into aviation through this.

I also have plenty of hobbies, I dive, play golf, kite surf etc and I fly myself to undertake all of these activities.

So I am proof that flying can be a practical tool.

So whats wrong?

Navigation:

We have a stuck in the dark ages mentality towards navigation, the map and stopwatch are king GPS is the devil, ADF and smoke stacks are the only way to navigate. This may appeal to some just like wiping oil of a chipmunk appeals to others. But it does not appeal to a great many from the technology generation. The fear of an airspace bust from the most complex airspace in the wold while trying to navigate using WWII methods is a big deterrent to many.

Aircraft:

The vast majority of the rental fleet is clapped out spamcans that have to generate a profit for the owners year round. The UK weather does not allow for a profit to be made and upgrades to happen. I drive a new Porsche and get fed up of cheap rental cars 5 minutes after leaving the car park. Flying a crap trainer has the same feeling.

Availability:

The same rental aircraft are expensive to hire by the hour and have restrictive terms for a day or overnight trip. So if you can take it for a night you get stuffed with 6hrs flying time for an overnight in LFAT. £900 buys you 2 weeks in the Maldives.

So what can we do about it?

Ownership is the best choice, there are plenty of syndicates around. I personally don't like syndicates because I fly so much as transport but they are a great way of keeping flying. The permit aircraft are great and cheap but are very limited as touring aircraft a lot of the time, due weather and Day only limitation. A CofA aicraft is the way to go and one with good avionics makes life much better.

Continuing education is the next step. At AOPA we are working on a mentoring scheme to get pilots to develop 21st century navigation skills and general expand the envelope with more experienced pilots. This has met with resistance from the rear guard of old Instructors but we are making progress. Teaching of modern navigation, GPS is a good start!

Instrument Training, we are making progress with the CAA and EASA, a number of things have changed already and further changes are in the pipeline. It seems as I forecast last year we will most likely lose the IMC along with other national ratings under the transfer to EASA so now is the time to think about an IR.

Well thats a few of my ramblings, I have more if anyone is actually interested!

[BackPacker]

What also really helps is being a member of an active flying club.

For a start, if I take friends and family out for a local bimble, we end the flight at the bar, where there are other pilots to talk pilot talk with. And even the most basic club will (should) organize fly-together things like rallies or excursions to other places, allowing you to meet other pilots.

My club also organizes things that make it easier to branch into different areas of aviations. One of these is the "unusual attitudes" day, where they teach you, through a ground briefing and a 45 minute flight, how to recover from attitudes that you would not have seen in the PPL course. 60 degree plus banks, advanced stalls/spins and so forth. And if you do not puke during the exercises, they instantly convert the flight into an introduction to aerobatics flight. This is what got me into aerobatics.

A while ago we had the club flight to Duxford. Four planes and for some of us the first cross-channel experience. There's also the annual summer camp to France. In addition to hotels etc., the club also arranges permission for students and (Dutch) NPPL holders to fly in French airspace. We have the annual target landing practice competition (with a safety pilot on board) to hone your short-field landing skills and a five-rally series throughout the year. We have a formation team, one of the few non-military teams in the world that fly formation with nine aircraft(!) and even displays at air shows. And then there's the open day, charity flights, evening lectures and so forth. Oh, and we do have an FTO as well for CPL, IR and whatnot.

Point is, all these activities are announced on the web site, and enrolling in them only requires a few mouse clicks. This makes it very easy to sample different activities, and to expand your experience under the guidance of experienced pilots or instructors as appropriate. I'm pretty sure I would not be flying half as much as I do now if it weren't for these activities.