Trial Flights
 

I have been trying to start my PPL for a while now but couldnt because of financial reasons.

I practicly know the Trevor Thom Flying Training manual inside out and have been told by my local aero club that i have to have a trial flight before i start the course.

Fare enough, but my question is, what will happen on the trial flight and will my knowledge flying training so far be an advantage to me or will i still have to go through everything in detail like students do with no knowldege at all.

Any replies would be appreciated. Thank you

In its strictest sense, there's actually no such thing as a Trial Lesson. Its just a lesson, normally the first one, "effects of controls".

It will count towards your minumum 45 hours.

If its done properly, you'll get a good briefing from the instructor first. Then you'll sit in the left hand seat and get some hands on flying to put the theory discussed in the briefing into practice. Just like every other lesson.

Schools use the term "Trial Lesson" only in a marketing sense, either to encourage a wouldbe student to have a go or as a gift voucher with the hope that the recipient gets adicted to flying and carries on with a PPL.

Couple more points.

Thoms books (or any others) are only a good background to flight training. Good training starts with a good brief, one on one, and could be specific to the aircraft type you're about to fly or to the local area etc. The book, even if you know it word perfect, is no replacement to time in the briefing room.

Given the above, I can't understand why your chosen school demand you do a trial lesson.

Do they charge more for a so-called "Trial Lesson" for an hour in the aircraft compared to their normal hourly rates? In which case, it may be a good indicator of the type of school you should avoid.

Or are you thinking of parting with some cash upfront, in which case it makes sense to "try before you buy" and therefore it appears to be a trustworthy, respectable establishment.

Good Luck! It will be the best thing you ever do!!!!!!!!!!

:D

Take the trial lesson. After that the serious work begins so it's
good to get a pressure free flight in. It also gives the instructors
chance to get to know you. The more the instructor knows and
understands your strenghts and weaknesses the sooner you will
solo. Try and get a trial lesson with the same instructor you will
have on the course if that's possible.

You will get more out of your trial flight if you tell the pilot that you
are signing up for the PPL course. Tell him you would like it to be
a constructive flight and less of a joy ride. Unless you want to go
see your house from the air? Normally a good instructor will ask
you anyway.

You could even get a log book before the trial. Ask the instructor
to show you how to write it up (even if you already know how) as he will probably then initial it for you. That way you won't think of
it as a 'wasted' time.

If you are worried about the cost of the trial you probably won't
be able to afford to remain current after qualifying. Perhaps it's worth thinking about gliding instead it's quite a bit cheaper and
every bit as challenging. I prefer it myself.

The first lesson must be tailored to the student's needs. Some may never have been near a light ac before and the noise, vibration and sensation of being airborne in a little aeroplane may be all they can take in. Introduce only those formal items of training which the student can cope with and don't try to cover all of EoC 1, for example, if the student is still getting over the 'isn't this great' sensation. Make it a shortish trip - about 45 min and whatever you do DON'T rush things!

I don't quite see the point someone made that 'trial lessons' should be offered at a discounted rate - that could well lead to the Authority viewing them as thinly-disguised joy rides. It is also important that the training organisation only offers such flights to those who might then continue with learning to fly. Selling someone a 'trial lesson voucher' who is only going to use it for a birthday present or whatever and who has no intention of carrying on with flying afterwards might generate income, but is virtually selling joy rides without meeting the legal requirements for such activity.

I agree with conaty, it seems a bit sus that a school INSISTS on a trial lesson, as said before any lesson should be tailored to the student, how far along he is and how capable. A trial lesson is usually a set price, and a set duration, whearas normal lessons are a little more flexible on duration.
I would look carefully at WHY the school is insisting on this, and if not satisfied go elswhere. ( nothing to do with affording this, just the attitude of the school)

The four main points here seem to be, IMHO:

1. Theres no such thing as a "Trial Lesson". It's the first lesson and a good instructor will maximise its value to the individual requirements of the student, including a briefing.

2. The question seemed to be "Do I need to go through all this as I've read Thoms One over and over?". The answer is clearly "YES YOU DO". Its a lesson, with a briefing, like any other, and it will maximise the use of the time in the air.

3. Why is the school demanding a trial lesson?. If they charge more than normal, ask a question. The only reason I can really think of is that its a school that takes some form of advanced payments and this is a "try before you buy".

4. Do it. You'll love it!!!:D

BEagle

I'm not advocating cheaper charges for trial lessons as some way to avoid AOC issues. If my sources are correct, you can get what used to be called a "seasonal AOC" for £80ish each month covering A to A flights, so theres no point in cheating the system.

As a secondary response, I offered that most schools do sell what they call "Trial Lesson Gift Vouchers". Be interesting to know the true legal position on this. The only reference I have to hand is GASIL (March, 2002):

" A trial lesson is simply a first lesson which may or may not be followed by subsequent lessons" and "A trial lesson is an instructional flight and should be conducted as such".

The general gist is that it only becomes an AOC flight if there are additional paying passengers (as opposed to non-paying ones, which is OK)

At the risk of changing the course of the thread, it would be useful to know both the views of others and the legal position.

A trial lesson is not necessarily a joyride just because the person doesn't carry on flying, or has no intention of doing so. A lot of people would like to have a go at flying. Don't many of us find this to be the case with our passengers? And I've met a few people who've been bought trial lessons as presents, have loved it, but have no way of affording the money and/or time to continue.

When I took a trial helicopter lesson I had no intention of carrying on (OK, I did, but that's another story). But I wouldn't have been interested in a joyride; I wanted to get my hands on the controls!

At the end of the day if the person taking the flight is NOT handling the controls it is a Pleasure flight, if that person is handling the controls it should be under instruction and is a flying lesson!

The aero club im going to charges 105 pound for a 1 hour "trial lesson" and then 95 pound and hour for normal PPL training.
The main purpose of my question was:

With my knowledge of lying training and my familiarisation with the cockpit so far, will this reduct the amount of time taken before i go solo?

I was also wondering whether or not i should buy a log book before i go for this introductory lesson next week.

The aero clubs main aim for the trial lesson is to give students the oppurtunity to witness what its like flying in a light aircraft for th first time while giving them the oppurtunity to take the controls in flight.

Anyway, thanks for the replies and does anyone think i should get a log book for the instructor to sign on the "trial lesson" or will he not sign it.

Thanks

So, they're asking a tenner extra for the first lesson. Big deal. It's a drop in the ocean of cash you're about to part with.

It might indicate that the school has different idea about trail lessons, or even that they have a different set of ideas about the whole. Let's face it, you're not going to find out until you've either used them for a while, or done a lot of research by getting to know them, their students, and the instructors.

You could try trail lessons with several schools - all the flights would be loggable and *could* count towards the minimum requirement. They'd probably all cover the same exercises, 1-4, and I believe the logbook needs to show that the student has covered the full syllabus, so you'd still need to cover 5,6,7 etc etc later on.

You don't need to have your book signed at all. If you have a lesson with an instructor who you may not fly with again, you might want to note his/her licence number - you might even want an autograph 'cos it was so good!!

When my logbook was sent away for the licence application, the CFI wrote something about certifying that the entries were a true record, and put his licence number. He did this after I got a flight school (with whom I'd had a trial lesson 3 years earlier) to confirm it, and give me the intructor's name. I did this just because I want my personal logbook to be dead accurate, not because I'd done the course super fast and needed to scrape up the min. hours.

.

The trial flight will normally be exercises 1-4, and your existing knowledge will help, as it will throughout the course. Loads of theoretical knowledge is essential in flying, so's loads of practical, loads of mechanical, loads of meteorology........


Steve R

"With my knowledge of lying training and my familiarisation with the cockpit so far, will this reduct the amount of time taken before i go solo?"

In my opinion (and perhaps I should leave this to one of the instructors on here to answer) it's impossible to answer that question. Theoretical knowledge is certainly useful, and well done for knowing so much. But will it help you to go solo quicker? Who knows? There are too many other variables - your own aptitude, the instructor, the aircraft, the weather, the airfield (people tend to take longer at airfields with short narrow runways with obstacles on the approach, not surprisingly). And what's the rush? Time to first solo doesn't have a lot to do with time to PPL, or to ability as a pilot afterwards.

"I was also wondering whether or not i should buy a log book before i go for this introductory lesson next week."

Doesn't matter. Might be nice for you. But the school could probably sell you one. If, as I did, you don't get one for a few weeks, you simply fill it all in afterwards.

A trial lesson is a good way of seeing what you think of the school and the instructor without necessarily committing yourself, and if dissatisfied with either, try a few others before deciding. You're about to spend a shedload of money, and the standard of early training is very important. A bit of extra time and money spent now could save a lot of grief in the longer term.

"With my knowledge of lying training and my familiarisation with the cockpit so far, will this reduct the amount of time taken before i go solo?"

Dunno.....depends on how good a liar you are !!! :D :D :D

Sorry dude, could not resist it :)

My advice would be to take the trial lesson first, that way you do not have to pay a membership fee to have a first lesson and if you don't like the club afterwards you can try elseware.

The flight will be counted towards the issue of your ppl although to get maximum benefit from it tell the instructor that you are serious about learning to fly (despite what many say, the majority of trial lessons are simply joyrides).

Log book? why not? and get the instructor to sign it....no harm.

Enjoy:)

JWF

g_conaty sed:
> I was also wondering whether or not i should buy a log book before i go for this introductory lesson next week.

You may find that the school issues you with one as part of the price (and hence why the trial is more expensive than an ordinary lesson).

Was the case when I did mine.

Also, it is one thing to have read the books and be keen, and another to actually experience the flight. It is always possible that you find the actual experience is not what you thought and decide against it in the end. Hopefully, though, you will love it!

BP

Biker Pilot is very right!

I have a friend who always wanted to fly. He'd read all the books, played with MSFS far too much for his health, and was dead eager.

He was overjoyed when I offered to take him for a "jolly" - only we didn't get above 800 feet. He was *terrified* - and not because of my flying, either. We did a wide, gentle circuit and landed again.

He "froze" with his hands locked on the coaming. Had it been the yoke, I might not be here now.

He keeps telling me he's OK now and asking for another go. No way!

£95 hours are a rip-off, even if you are allowed to pass with the minimum and there are none of the usual extras.
I wouldn't argue against a trial, for all the reasons given above, but don't forget that the main purpose is to snare students.
If you do decide that a PPL is still what you want, don't pay more than £3000 for the course.

Notice
 

I think you should rename yourself:

Choices are as follows:

1. Negative Notice
2. Notice of Doom
3. Dodgey Notices


A trial flight is hardly a snare; it just tells a potential pilot whether he should keep following his dream. Of course, if it starts him salivating for more then that is good for the school, but he has hardly been snared!!!!! It was his dream to fulfill in the first place!

As for the 3000 quid - what is that based on.... Notices notes;)

Please change your ripped off record; the needle is wearing out the grooves:rolleyes:

£3000 for 45 hours works out at £66.67 per hour - that's assuming that the groundschool, exams, landing fees and PPL Skill Test are all free of charge.

I can't see many RFs or FTOs being able to afford to offer PPL training at that price. I reckon that around £72 per hour is the very lowest that you could offer on something like a Warrior.

Facts/BEagle - he's a troll. Ignore him.

£3000 for a PPL course?? in the UK??? err.......where??;)

£3,000 for PPL ?
 

Now let me see ..... £3,000 inc VAT, = £2,553 exc VAT, divide by 45 hours, for JAA PPL, gives £56.74. per hour.

So, can any decent flying school, finance an aircraft, keep it well maintained on Public C of A, fuel it, insure it, cover the overheads (rent, rates, electricity, telephone, ops staff) AND pay the instructor the National Minimum wage, let alone make a profit, on £56.74 an hour?
:confused: