AOPA Pilot Magazine - March 2011 - 28

SAFETYPILOT

BY BRUCE LANDSBERG
PRESIDENT, AOPA FOUNDATION

A new dawn?

here’s plenty of aviation darkness to curse today. Aircraft sales and the pilot population are spiraling downward, manufacturing is migrating

been more available. The Air Safety Institute, the FAA, and type clubs all provide free seminars, webinars, online courses, and publications to educate and illuminate monthly. The commercial providers have better training products than ever and they’re improving. Perhaps we are beginning the age of enlightenment in flight training. At social gatherings pilots, somehow, casually let it slip that we fly and Shazam, instant intrigue. Capitalize on that! You’re part of a special group—less offshore, professional flying is not perceived as the than two-tenths of 1 percent of the U.S. population glamour job it once was, and costs are up. We’ll see holds a pilot certificate. But this isn’t for everyone, Bruce Landsberg the light momentarily, but must first acknowledge and driving a car doesn’t mean success as a pilot. heads the AOPA a few causal factors. Strong math or science skills (see “Safety Pilot: Math Foundation in its New aircraft prices are too high. The “value arguMyths,” February 2011 AOPA Pilot) aren’t needed, mission to preserve ment” says it’s not the actual cost but what you get but attention to detail is critical, along with good and protect GA. in return—that’s true until the item is priced beyond judgment, a sense of responsibility—and, perhaps most of all, a desire to succeed. the purchase ability of a sustainable numbers of buyers. I think we passed that point a while back. A bounce Sadly, the attention span of too many these days is measured in jet sales will not save the infrastructure of GA airports upon in nanoseconds, and flying never will be an instant-gratification which much of the jet community depends. Sales for the lower- activity. You can’t sit on the couch and vicariously vote someone and midlevel aircraft that were the base of the infrastructure off the island or savor the big touchdown. Aviation is not a virpyramid have been in decline for too long. tual or spectator sport. We’re looking for players! Additionally, A basic four-place IFR aircraft in 1980 was about $40,000, but it requires disposable income and time, both of which are short in 2010 the same model had ballooned to about seven times supply for many. However, a net gain of only 250,000 new pilots as much—$280,000. Today’s avionics are phenomenal, but over the next five years would do nicely. If every pilot brought in their basic transportation function and reliability are similar just one new pilot to join our ranks over the next several years, to older models. Meanwhile, midlevel car costs only tripled from this activity would begin to thrive. Invite the candidate to fly; pick a nice, calm VFR day; and $8,000 to $24,000, about par with inflation, yet today’s vehicles are impressive for reliability and comfort. The 1980 aircraft cost give him or her a gentle ride, no stalls or steep turns for the five times as much as a 1980 automobile, yet the 2010 model first time. Still interested? Then guide the candidate to an is 11 times as much. You think a new $160,000, four-place IFR intro lesson. It won’t take much time and, as noted, the payoff machine might sell better? There’s more to say about light sport can be much bigger. Help the prospect negotiate the training aircraft in the future. process—if the instructor or school isn’t right, find another. It’s not as if the manufacturers are making a killing. The profit Sport or recreational pilot certificates cost significantly less in margins are lousy and several hover on the edge of—or have dollars and time, but too many, including schools and CFIs, tumbled into—bankruptcy. Product liability problems still are somewhat prejudiced. One can always upgrade to private plague GA out of all proportion to culpability, and the produc- pilot and beyond later, but a new certificate at any level is tion numbers are small. Cumbersome federal certification adds hugely motivating. significantly to cost but buys nothing in civil lawsuits. There is plenty to criticize about the flight training system, The industry, AOPA, and EAA have made several attempt to and we can all indulge in “ain’t it awful,” but a far more producboost student starts but it’s not about student starts or intro tive approach is to be part of the solution. Flight schools and flights—it’s about completions and with roughly 75 percent instructors, despite lip service to the contrary, have never been never finishing, the problem is daunting. There are many financially recognized for their crucial role in aviation’s success. reasons here, as well. But perhaps there’s a thin light on the John Gardner, the late founder of Common Cause, said, “Before horizon, a dawning awareness. It’s easy to criticize. and most us are some breathtaking opportunities disguised as insoluble fools do, so let’s focus on the fixable stuff. Is it too late to save problems.” There is much more to be done, but all flights begin at takeGA? Like the New Year’s resolution to lose 10 pounds—if you say so—your prophecy is correct. Or, you can start working out. off where there is greater risk as both pilot and aircraft work First, flying safely is a great investment! Accidents are tre- hard to get airborne. Your help is needed in getting GA airborne mendously expensive to the entire community, not just the again. Cynical “sophisticates” please clear the runway—we’ve accident participants. Yet good safety information has never got some flying to do. 28 • MARCH 2011

AOPA PILOT •

AOPA Pilot Magazine - March 2011

Table of Contents for the Digital Edition of AOPA Pilot Magazine - March 2011