The Air Carrier Training Aviation Rule Making Committee (ACT ARC) has made a recommendation to the FAA to create a new, higher-level Professional Flight Training Organization (PFTO) under part 141 which would become part of the Federal Aviation Regulations.

A PFTO would be a flight training provider who incorporates additional educational information that goes above and beyond the current Part 141 regulations. For the record, FSANA was not invited to participate in either the ACT ARC or the Pipeline, Pathways, & Partnerships Workgroup (P3 WG).

The ACT ARC report makes it clear that the participants in both the ACT ARC and the P3 WG had an extreme focus on further expansion of collegiate aviation programs while leaving the existing Part 61 and 141 schools out to dry on the runway.

The ACT ARC report states that new standards would be established by FAR which include and are not limited to:

Minimum fleet and ground training device requirements

Quality management systems

Minimum flight and ground training curriculum that exceed Part 141

UPRT training

Establish pre-screening protocols (FSANA introduced pre-screening at the Ab Initio level in America in 2023)

Part 61 and 141 do not adequately cover advanced skills and competencies required to prepare pilots for operations of transport category aircraft.

Robert Rockmaker, FSANA president & CEO, commented on the subject, "This is a sad day in the primary flight training segment in America." Independent flight schools provide between 65%-70% of the career pilots. This number was over 80% going back over twenty years ago.

Over time, the aviation colleges (institutions) came to realize that there was money to be made by entering the flight training space in America. At the same time, the cost of flight training at the collegiate level, when combined with a degree program, increases the total cost by $75,000-$200,000. This greatly increases the amount of a student's debt.

Collegiate institutions are eligible for U.S. Department of Education Title IV loan monies, Pell Grants, and the use of 529 Savings Plan funds. Within the next 12-18 months independent flight schools who become accredited by the International Aerospace Accrediting Commission (IAAC) will be able to enroll students who will be able to secure U.S. Department of Education Title IV loans, Pell Grants, and use 529 Savings Plan funds tp pay for their flight training.

The ACT ARC Report is a one-sided approach to Ab Initio flight training which places great emphasis on collegiate-based aviation programs. If the ARC report was to be fully adopted and made into regulation, independent flight schools will still exist however they will become marginalized to the point where the flight training industry will lose hundreds of schools since the new PFTOs will be the primary producers of career pilots.

Rockmaker stated, "The general aviation (GA) industry will never be the same and if the FAA promulgates into rule making the new PFTO concept, the industry runs the risk of seeing many flight schools close down. The impact will then filter down to the airport industry and many smaller airports which support wonderful flight training organizations will be negatively impacted to the point that they too will be at risk for closure and/or downsizing."

Rockmaker further stated, "The United States Ab Initio flight training industry is the best in the world." There is no replacement for experience and we are blessed with the ability to get young, new pilots the required flight time experience based on how we do it in America."

In Europe and other parts of the world, they do not have the luxury of a robust general aviation industry where young, new pilots can cut their teeth and get some experience before heading off to the flight deck of a jet aircraft that flies 450 knots at 35,000 feet in the air.

It was noted a year ago by the Regional Airline Association (RAA) that it makes no sense for flight instructors to be flying in circles in the air with students. The related flight time does nothing to improve their pilot skills or to make them better a airmen per the RAA.

FSANA is in complete disagreement with RAA's view. Flight experience does matter and this is especially true when teaching newbies how to fly. Going up with flight students affords the teachers (certified flight instructors) a golden opportunity to add value to their personal aeronautical decision-making processes as they mature before heading off to fly a larger aircraft in the airline or corporate world.

The United States has the best Ab Initio flight training programs in the world. Yes, the industry experienced a career pilot shortage which was brought about by COVID. Many airlines offered early retirement programs which created huge pilot deficits post COVID.

The industry is well back to norms. Yes, there is a "Captain" shortage at some airlines which has nothing to do with the Ab Initio start line for pilots. This is a work environment topic which needs to be solved by airline leadership. Ab Initio flight schools have no foundational point in that topic.

According to an interview with Fortune magazine, David Neeleman noted that there are plenty of pilots eager for work but not many want the labor intensive title of captain opting instead to retain the position as the less stressful first officer (FO).

Today, more career pilots are seeking improved work-life balance in their daily lives. Money is not always the number one priority.

FSANA has already had one conversation with the FAA on the ACT ARC report and looks forward to continued engagement across all future aspects of the Ab Initio flight training pathway in the United States.

FSANA has pointed out to the FAA that there are parts of the ACT ARC that can be a positive. Pre-screening of career pilot candidates has already begun with the establishment of that "Standard" in the International Aerospace Accrediting Commission (IAAC) set of standards. All accredited IAAC schools will be required to provide some form of pre-screening for all students looking to enroll in a career flight training program.

FAA is planning to conduct industry engagement on the future of Part 141 and will be looking for input as they consider what new regulations should be included in the future of flight training in America. The FAA will not be establishing a Part 141 ARC for this scope.

FSANA will be involved as the FAA begins their work and looks forward to helping to provide input and guidance going forward. FSANA encourages all interested parties to take the time to view and understand the core of the ACT ARC Report.

FSANA is pleased to announce its first annual Flight Training Advocacy Day to be held in Washington, DC, September 17 and 18, 2024. The program is as follows:

September 17 - Reception in the evening with legislators and staff

September 18 - Breakfast with legislators

September 18 - Meetings with legislators and their staff on the Hill

FSANA encourages everyone to attend this historic event. This will be a major opportunity to meet with your legislators to discuss critical talking points which impact your business. Registration is open.

FSANA has become aware that Meritize will be terminating the offering of new loans for flight training.

In an email, Meritize notified customers that:

This change will have an impact flight training providers who have customers relying on aviation training loans through this provider.

Registration for the 3rd Annual DPE Symposium is now open. Taking place October 23 and 24, 2024, at the Rosen Plaza Hotel, FSANA will again host the conference for DPEs in Orlando, Florida, which is a hotbed of training and home to a large number of DPEs.

If you are a current DPE, working to become a DPE, or want to learn about the DPE segment of the GA industry. this event is for you. The Symposium provides a unique opportunity to share information in person between DPEs from around the country which does not happen anywhere else.

"Our goal is to bring together current and future DPEs, the FAA and others to allow them to discuss concerns, common issues in the field, and best practices as a group," said FSANA President & CEO Bob Rockmaker. He continued, "The first two DPE Symposiums benefited all attendees and learners and provided for quality exchange of information and process regarding all aspects of airman practical testing".

Topics include:

Early bird registration and hotel reservations are now open.

PSI, the chosen testing vendor of the FAA for airman knowledge testing, recently sent communication out to the testing centers that there has been a change of interpretation regarding if an endorsement for a Fundamentals of Instruction (FOI) airman knowledge test.

In the communication, PSI noted:

While this communication has not been received to FSANA (or to the best of our knowledge others) from the FAA directly, this indirect communication through PSI seems to warrant that training providers engaged in training CFIs be prepared to provide a previously not required endorsement.

FSANA will try to get additional information and will provide it as available.

What altitude a maneuver needs to be done at for a check ride or in training sometimes brings about discussions, reference of FAA and manufacturer recommendations (requirements in some cases), and periodically even surprise that there are minimums that need to be followed. That is in the worst of cases.

Since we have heard of few questions about this around the country, FSANA wanted to highlight this in this newsletter to remind everyone to verify what altitudes they are conducting training and expecting testing to take place at when doing required maneuvers.

One section of training in which this is most prominently relevant is in multi-engine training. While the ACS requires multi-engine and single-engine performance maneuvers demonstrations to be recovered no lower than 3000' AGL or the manufacturer's minimum AGL altitude, whichever is higher.

This is most challenging when it comes to using Twin-Comanche aircraft which require a recovery altitude of no lower than 5000' AGL, but also apply to aircraft like the Seminole which has a manufacturer's recommendation of 4000' AGL.

While the ACS may allow lower in some cases, a CFI and a DPE are required to also follow manufacturer recommendations in training and testing. Be sure you have checked into what the recommendations or requirements are for the particular make and model of aircraft you are using in your training to meet these guidelines.

But these minimum altitudes do not just apply to multi-engine maneuvers. Stall demonstrations in most cases must be recovered by at least 1500" AGL, and accelerated stalls by 3000' AGL. Many commercial and CFI applicants have found themselves going home early from a practical test when they tried to demonstrate these maneuvers at too low of an altitude.

Minimum altitudes for some particular maneuvers and demonstrates are established for safety. While it can be frustrating sometimes when ceilings do not let us get everything done, that is no excuse to compromise on minimum altitudes. A best practice for training providers is to build in some safety margin in addition to the minimums. It allows for more recovery time in case something does get a little out of hand, and it builds in a safety margin for the students practicing so they won't end up busting a minimum on a practical test.

The FAA has indicated in its Airman Test Community Advisory publication in June 2024 that it will provide a report that will include commonly missed airman testing codes in the future. The indication is that the report will be a response to the recommendations of the Aviation Rulemaking Advisory Committee (ARAC) Airman Certification System (ACS) Call to Action (CtA) Subgroup (SG) and Data Team.

The report is expected to:

The notification of this upcoming effort and the rest of the Airman Testing Community Advisory can be found at: https://www.faa.gov/training_testing/testing

The FAA has issued a notice (NOTC3822) investigating a report of a power lever failure on a Cirrus SR20 airplane. While advancing to full throttle in preparation for takeoff, the power lever sheared and the pilot aborted the takeoff. The fleet operator inspected additional aircraft and found cracks in numerous levers through visual and dye penetrant inspections. The aircraft hours on the fleet ranged from 2900 to 3900 hours. The aircraft are utilized in a training environment and contained an average of 12,000 to 15,000 landings.

FAA’s Operational Safety Branch recently issued an Airworthiness Concern Sheet (ACS) to highlight this concern and the ongoing investigation including photographs of the failed and cracked parts. The FAA is recommending operators inspect the power lever on Cirrus SR20/SR22/SR22T airplanes and provide information including description of damage, available photos, airplane serial number, time in service, and any prior replacement of the throttle assembly or power lever.

You can find this here: https://www.faasafety.gov/spans/noticeView.aspx?nid=13822.