Letters

Wayne Phillips’ answer to Scott’s question about a $10-an-hour CFI rate caught my eye (“Career Advisor: Is There Still Time?” April 2011 Flight Training). I’m a student pilot seeking a sport pilot certificate in Austin, Texas. I am billed $40 an hour for my instructor’s time by my Part 61 flight school, and I believe he sees $30 of that. Our most experienced CFI is billed at $50

an hour. I guess I’m the exception rather than the rule, but I believe both of them are significantly undervalued. Before I began my training, I just assumed that instructors would charge around $90 to $120 an hour. I’m still a bit amazed that they don’t. 
Ben Kimball
Austin, Texas

I just finished reading Wayne Phillips’ column about slumping CFI salaries. Ski instructors are at least as poorly paid as flight instructors. Depending upon years at the resort and certification level, ski instructors earn anywhere from minimum wage on upward to $12 to $14 per hour. There are incentives for instructors to earn more but a good day's pay for the average ski instructor is $60 to $150. When a person spends $120 per hour for a private lesson, the instructor may receive $8 to $14 of that $120.
Steve Downs
Cape Neddick, Maine

I own a Part 61 flight school with four aircraft (two Cessna 172s, a 182RG, and a 310) and several capable instructors. We can take a pilot from a dream to a multi-commercial certificate and even finish an ATP. Andrew has a paying job and a useful degree. Based on his achievements in terms of ratings—in just 80 hours—I believe he has what it takes and is on the right track. My advice to Andrew is to bide your time behind the desk, don’t get airplane fever, and stay away from 141 schools and you will be ahead of the game. Don’t be discouraged by narrow-minded ATPs, get your commercial rating, and keep your eyes open for pilot jobs like corporate, charter, medivac, aerial survey, crop dusting, or tourism. 
Kris Kuhr
Absarokee, Montana

Not so basic turn

The article, “The Basic Turn” (April 2010 Flight Training), incorrectly states that “unequal drag is created only when the ailerons are deflected” and goes on to incorrectly state that when the aircraft is in a steady bank that the two wings are balanced.

Apparently the author has not flown many sailplanes. What he is forgetting about is the fact that in a turn the outside wing is moving faster than the inside wing. The faster-moving outside wing creates more lift and correspondingly more drag. This additional drag may be negligible in a short-wing aircraft, but does indeed require rudder compensation in a long-winged sailplane.
Peter Stauble
Hollis, New Hampshire

Not so basic turn

As I often do, I agree with many of the points Rod Machado made in his column on the cost of flight training, and selecting TAA versus steam gauge training aircraft (“Since You Asked: BYO Instructor,” April 2010 Flight Training). I think that it is important to have a friend who is already flying and can give some real-world advice on what to fly. One thing I add when recruiting potential pilots is that the cost should not be seen as a lump sum, but that part of the training costs is the cost of flying. They should recognize that part of that intimidating cost of getting your private pilot certificate is spending on what you plan to do after you get your certificate—flying. And they know they have the budget for that. In the example, how much did that pilot spend on flying the next year after getting his ticket? Almost as much, probably.
Dan Lubell
Northridge, California