The FAA recently released its 2024 written testing statistics, and the results offer a look at how pilots are performing across the country. Whether you’re studying for your Private, Instrument, or Commercial, these numbers can help you benchmark your own performance.
2024 Knowledge Test Averages
Private Pilot (Airplane): 83%. More than 46,000 tests were taken in 2024 with a first-time pass rate of 92%. This represents a 2% increase in testing volume from 2023. The average test score is up from 82% in 2023.
Instrument Rating (Airplane): 86%. Nearly 26,000 instrument tests were taken in 2024 with a first-time pass rate of 94%. This represents a 10% increase in testing volume from 2023. The average test score in 2023 remained at 86%.
Commercial Pilot (Airplane): 91%. Nearly 19,000 Commercial airplane tests were taken in 2024 with a first-time pass rate of 99%—an 8% increase in volume from 2023. The average test score in 2023 was 89%.
Frequently Missed Topics
According to the FAA’s quarterly report on “Frequently Missed Knowledge Test ACS Codes,” certain subjects consistently stump test takers. While the codes themselves (like PA.III.A.K3) may not be familiar, they correspond to specific task elements in the ACS.
PA.VI.A.K1 – Pilotage and Dead Reckoning: A top miss on the Private Pilot test. Pilots often struggle with enroute calculations. Tip: practice with real POH data and cross-check multiple conditions.
CA.I.H.K1g – Human Factors (Stress): Missed frequently on the Commercial test—understanding the symptoms, causes and effects of stress as it relates to the safety of flight.
The FAA now publishes these frequently missed codes on a quarterly basis, offering valuable insight for students and instructors alike. You can view the full list on the FAA website. And remember you can get instant FAA Knowledge Test ACS Code Analysis–free from Sporty’s (learn more).
What’s New in the Test Format?
Buried in the FAA’s April 2025 Airman Testing Community Advisory are a few small but meaningful changes to the written test question format:
No more negative phrasing. Questions like “Which of the following is NOT…?” are being phased out.
Third-person phrasing. Instead of “you,” questions now refer to “the pilot”.
Clearer answer formatting. Test takers will no longer see options like “both A and B” or “neither.”
Airport names updated. Sectional chart references now match chart formatting exactly (e.g. SIOUX GATEWAY/COL DAY instead of Sioux Gateway).
While these changes may seem subtle, they reflect a larger FAA effort to make test questions more clear, consistent, and representative of real-world aviation decision-making.
Final Thoughts
If you’re preparing for a knowledge test this year, aim high—and use these national averages to track your progress as you enjoy an unlimited number of practice tests in Sporty’s online courses.
As always, Sporty’s and Flight Training Central offers study tips, test prep tools, and expert guidance to help you succeed. Good luck!
https://media.flighttrainingcentral.com/wp-content/uploads/2025/04/30103608/How-Do-Your-FAA-Written-Test-Scores-Stack-Up.png10001250Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2025-05-09 08:55:292025-05-09 09:16:39How Do Your FAA Written Test Scores Stack Up?
Most students today prefer to use an electronic E6B flight computer when planning a flight or preparing for the FAA knowledge test. The electronic E6B is actually the evolution of a mechanical E6B flight computer, often referred to as a whiz wheel. While the mechanical E6B may take a little longer to learn compared to its electronic counterpart, the learning process is a fun challenge.
The E6B got its start in the late 1930s and 40s as a circular slide rule developed for military aviators. The name “E6B” actually comes from its original part number for the US Army Air Corps around that time. It went through many iterations during World War Two and eventually evolved into the version most pilots recognize today. Today’s mechanical E6Bs still use the same core circular slide rule logic as those from World War Two, but also include some additional capabilities. This week’s tip shows you the basic operation of the front side circular slide ruler and how to compute basic aviation conversions.
https://media.flighttrainingcentral.com/wp-content/uploads/2024/01/07141323/Mechanical-E6B.png10001250Bret Koebbehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngBret Koebbe2025-05-07 11:48:172025-05-07 14:13:56How to use a mechanical E6B flight computer
Confused and intimidated on the radio? You’re not alone—here’s how to sound more confident and avoid common errors.
Talking on the radio can be one of the most intimidating parts of flight training. Whether it’s your first solo or a cross-country to unfamiliar airspace, clear communication with Air Traffic Control is essential for safety and efficiency—but also a skill that takes practice.
The good news? Most of the issues student pilots run into are both common and easily corrected. Here are five of the most frequent mistakes, and how to avoid them.
Avoid these frequent communication mistakes.
1. Stepping on other transmissions
The mistake: Keying the mic without listening first, resulting in two people talking at once—cutting off both transmissions.
The fix: Listen before you transmit. If it’s not an emergency, it’s ok to slow down. Pause for 2–3 seconds after switching frequencies. If it’s quiet, it’s safe to speak. This habit also gives you time to collect your thoughts before transmitting.
Pro tip: Be mindful not to interrupt an exchange on frequency even if you hear a brief pause. For example, if ATC has assigned an aircraft a heading or altitude, you should expect the pilot to respond.
2. Using the wrong phraseology
The mistake: Saying things like “taking off” (which should be “departing”) or “I think I’m cleared to land?”
The fix: Stick to standard FAA phraseology. It keeps things clear and professional, and controllers know exactly what you mean (no one likes surprises). It also builds credibility—when you sound like you know what you’re doing and belong, you’re treated well.
Pro tip: Spend time listening to ATC communications using a handheld aviation radio or liveatc.net. You’ll pick up standard calls surprisingly fast just by hearing real-world exchanges.
3. Leaving out key information
The mistake: Forgetting your position, intentions, or aircraft type—especially at non-towered airports.
The fix: Use a simple 3-part formula:
Who you are
Where you are
What you want
Example: “Scottsdale Tower, Cessna 723SP, 10 miles northeast inbound for a full stop landing with (ATIS ID).”
Pro tip: Before keying the mic, say your transmission out loud to yourself. It helps commit the structure to memory and avoids mid-sentence confusion.
4. Reading back instructions incorrectly (or not at all)
The mistake: Responding with just “roger” to a taxi or takeoff clearance—or reading back the wrong runway.
The fix:Always read back runway assignments, hold short instructions, and clearances verbatim. This confirms to ATC that you understood and prevents serious errors like runway incursions.
Pro tip: Write down taxi instructions and runway assignments as you receive them. Even experienced pilots jot down “22 / A / A3” or similar shorthand to stay accurate and clear.
5. Speaking too fast—or freezing up
The mistake: Speed-talking when nervous or saying nothing because you’re unsure what to say.
The fix: Take a breath and speak at a steady pace. If you’re unsure, it’s OK to ask ATC to repeat or clarify (they’re human too). They would rather repeat than fix a mistake.
Pro tip: Practice your most common calls (initial callup, position reports, taxi request) out loud when you’re not flying. And identify yourself as a student pilot as a queue to ATC to slow down and be patient.
Build Confidence One Call at a Time
Radio work doesn’t have to be stressful. Like any flying skill, it gets easier with practice. The key is preparation—knowing what to say, when to say it, and how to say it clearly.
For more in-depth tips, real-world examples, and practice scenarios, check out our VFR Communications course. It’s designed specifically for student pilots and helps you master the radio with confidence—before you ever key the mic.
https://media.flighttrainingcentral.com/wp-content/uploads/2025/04/29121851/common-atc-mistakes.png10001250Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2025-05-05 08:10:362025-05-05 08:12:32Avoid These 5 Common ATC Communication Mistakes
What does the boxed, highlighted altitude figure indicate to the southwest of the Sidney Municipal Airport (KSNY) near Sidney, Nebraska? Note, there are several other examples of the same altitude figures on the chart.
The boxed, highlighted altitudes indicates the presence of concentrated obstructions that are part of a wind turbine farm. Concentrated obstructions of wind turbine farms are portrayed by an overlying hatched area and dotted outline to represent the approximate parameters of the farm. One or more single turbine symbols will populate the farm. A boxed elevation figure representing the MSL elevation of the highest wind turbine within the area is placed inside the farm or, if space is limited, just outside. In this examply, the elevation of the highest wind turbine is 5,248′. Pilots are reminded that wind turbine blades and/or blade tips are not lighted. Wind turbine obstruction lights are located on top of the nacelle (generator) at the hub of wind turbines, which in some cases can be 200-300’ below the rotating blade tips.
The rectangular course is one of the most basic maneuvers pilots learn during flight training. While it may sound boring, there’s a lot to learn from this simple pattern. In our latest Video Tip of the Week, we walk through each step of the rectangular course, with in-cockpit video and 3D animations. Even if you’re already an experienced pilot, this maneuver is a great way to keep your stick and rudder skills sharp.
As a flight instructor, I am often asked the question, “How old do you have to be to start learning to fly?” Teens ask this question thinking that they will hear the 15 and a half or 16 years old that is required by many states to get a temporary permit in a car. Parents of younger children ask this question in some cases hoping that they can get an enthusiastic youth off of their back, in other cases because they would like to get their child up and flying.
The short answer to the question is that there is no minimum age for a child to begin learning to fly. The longer answer is a bit more complicated and I will attempt to discuss that here.
The short answer to the question is that there is no minimum age for a child to begin learning to fly.
Building an Early Love for Aviation
The love of aviation is a tremendous gift to give to your children. There are a number of toys, books, and videos that can help to encourage this love. When they are old enough to understand and not be frightened by the noise, airshows and trips to the airport can also deepen their appreciation of flight. To truly appreciate the joy and excitement of flight, they need a pleasant but memorable experience flying in an aircraft.
When my own kids were small, I did not want to take them up in an airplane with me until they were old enough to understand what was going on and be excited about the anticipated flight. For me, this was a present that I gave them for their 3rd birthdays. They were old enough to talk about what they were seeing and experiencing and could make associations between what was out the window and what they knew to be on the ground.
My oldest chattered the whole of her first flight and she recognized many objects on the ground including our house with “Papaw’s Big Truck” sitting in the driveway. Her Granny rode along in the back seat taking pictures and video to help with the long-term memory of the flight. My youngest had a similar memorable experience when her time came. Big sister sat in the back with Granny on that flight and pointed out things to her little sister up front with me.
Start Flying Early
If you are not a pilot or don’t have easy access to one, the EAA’s Young Eagles program may be an option for a free first flight if your child is 8-17. Your child will also receive several other free materials and opportunities through this program. You might also be able to book a flight experience with a local flight school or ride operator.
While there have been kids who have learned to control the airplane at a very young age, I see these types of flights being more useful for developing that early aviation bond. Can a child learn to fly at an early age? Yes, but they will always need to have a flight instructor on board to keep the flight legal and safe.
Oh, and before you get any grand ideas, the FAA does frown upon teaching kids to fly at a very young age in an attempt to “set a record” or create a “publicity stunt.” This type of thing can and has ended in tragedy. Please don’t attempt this and bring more regulation on the rest of us when another tragedy occurs.
After that first flight, K-12 students might also be interested in a free EAA AeroEducate account for keeping themselves involved in aviation activities in between flight lessons.
As the kids start to get older, I think that actual flight lessons on the control of the aircraft in flight can be great. These types of lessons should only be done on days with excellent weather conditions. The goal is not to teach them everything that there is to know about flying but to give them confidence in their ability to handle the aircraft in flight. Depending on their size, the instructor may have to handle all of the ground operations as they may not be able to reach the pedals.
Lessons like these should tend to be shorter and less frequent in nature than your standard lesson. This will help prevent burnout and encourage anticipation of the next flight.
If completed with an appropriately rated flight instructor, as they should be, these lessons can be logged and can count toward the child’s total flight time. You can find a flight school near you using Flight Training Central’s Flight School Locator when the time comes for finding a place to fly.
While there have been kids who have learned to control the airplane at a very young age, I see these types of flights being more useful for developing that early aviation bond.
Getting Serious About Flight Training
I generally don’t recommend a student getting serious about flight training until they are within a year of being able to fly solo. In a glider or balloon, a student pilot can solo at age 14. In an airplane or any other type of aircraft, the student pilot must be 16 to solo.
Now it is time to learn what they need to know on the ground and how it applies to actual flight.
If your child has taken part in the Young Eagles program, they will have online access to a free Young Eagles version of Sporty’s Learn to Fly course. The code for this is in the Young Eagles logbook received after this flight. Sporty’s has a lot of other paid courses and aviation products that might be of interest to your child.
The Aircraft Owners and Pilots Association (AOPA) has a number of flight training resources and scholarship opportunities for high school and older students through their You Can Fly program.
Lessons should start to get closer together and be flown under more varied conditions. The student should get serious about their studies. It won’t be long until the day for that first solo arrives.
When your student, young or old, completes that first solo, take the time to celebrate! They have accomplished something that only a small percentage of people will ever do; taken an aircraft from the ground and returned it safely to the earth.
After the celebration and a chance to breathe, it is time to head on to the next steps toward a Sport, Recreational, or Private certificate. A primary rating can be earned in a glider or balloon at 16 years of age; airplanes and others can be earned at 17. Keep the momentum from the solo rolling through to the next goal.
Beyond the Sporty’s, EAA, and AOPA programs mentioned above, there are other excellent aviation-based programs to keep your youth engaged. Be sure to check out the Aviation Exploring and the Civil Air Patrol websites to find out more about their programs and their appropriate ages.
Final Thoughts
Yes, learning to fly can begin at most any age but serious flight training should only begin when a reachable goal, like solo or a pilot certificate, is in sight. Share the dream and have some fun!
https://media.flighttrainingcentral.com/wp-content/uploads/2025/04/21100240/young-pilots.png10001250Paul Jurgenshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngPaul Jurgens2025-04-28 08:55:052025-04-21 10:03:14Flight Training for Young Pilots: How to Start Flying Early
How Do Your FAA Written Test Scores Stack Up?
/in News, Test questions/by Eric RadtkeThe FAA recently released its 2024 written testing statistics, and the results offer a look at how pilots are performing across the country. Whether you’re studying for your Private, Instrument, or Commercial, these numbers can help you benchmark your own performance.
2024 Knowledge Test Averages
Frequently Missed Topics
According to the FAA’s quarterly report on “Frequently Missed Knowledge Test ACS Codes,” certain subjects consistently stump test takers. While the codes themselves (like PA.III.A.K3) may not be familiar, they correspond to specific task elements in the ACS.
The FAA now publishes these frequently missed codes on a quarterly basis, offering valuable insight for students and instructors alike. You can view the full list on the FAA website. And remember you can get instant FAA Knowledge Test ACS Code Analysis–free from Sporty’s (learn more).
What’s New in the Test Format?
Buried in the FAA’s April 2025 Airman Testing Community Advisory are a few small but meaningful changes to the written test question format:
While these changes may seem subtle, they reflect a larger FAA effort to make test questions more clear, consistent, and representative of real-world aviation decision-making.
Final Thoughts
If you’re preparing for a knowledge test this year, aim high—and use these national averages to track your progress as you enjoy an unlimited number of practice tests in Sporty’s online courses.
As always, Sporty’s and Flight Training Central offers study tips, test prep tools, and expert guidance to help you succeed. Good luck!
How to use a mechanical E6B flight computer
/in Video Tips/by Bret KoebbeMost students today prefer to use an electronic E6B flight computer when planning a flight or preparing for the FAA knowledge test. The electronic E6B is actually the evolution of a mechanical E6B flight computer, often referred to as a whiz wheel. While the mechanical E6B may take a little longer to learn compared to its electronic counterpart, the learning process is a fun challenge.
The E6B got its start in the late 1930s and 40s as a circular slide rule developed for military aviators. The name “E6B” actually comes from its original part number for the US Army Air Corps around that time. It went through many iterations during World War Two and eventually evolved into the version most pilots recognize today. Today’s mechanical E6Bs still use the same core circular slide rule logic as those from World War Two, but also include some additional capabilities. This week’s tip shows you the basic operation of the front side circular slide ruler and how to compute basic aviation conversions.
The video clip below is from Sporty’s 2025 Learn to Fly Course
Avoid These 5 Common ATC Communication Mistakes
/in Tips and technique/by Eric RadtkeConfused and intimidated on the radio? You’re not alone—here’s how to sound more confident and avoid common errors.
Talking on the radio can be one of the most intimidating parts of flight training. Whether it’s your first solo or a cross-country to unfamiliar airspace, clear communication with Air Traffic Control is essential for safety and efficiency—but also a skill that takes practice.
The good news? Most of the issues student pilots run into are both common and easily corrected. Here are five of the most frequent mistakes, and how to avoid them.
Avoid these frequent communication mistakes.
1. Stepping on other transmissions
The mistake: Keying the mic without listening first, resulting in two people talking at once—cutting off both transmissions.
The fix: Listen before you transmit. If it’s not an emergency, it’s ok to slow down. Pause for 2–3 seconds after switching frequencies. If it’s quiet, it’s safe to speak. This habit also gives you time to collect your thoughts before transmitting.
Pro tip: Be mindful not to interrupt an exchange on frequency even if you hear a brief pause. For example, if ATC has assigned an aircraft a heading or altitude, you should expect the pilot to respond.
2. Using the wrong phraseology
The mistake: Saying things like “taking off” (which should be “departing”) or “I think I’m cleared to land?”
The fix: Stick to standard FAA phraseology. It keeps things clear and professional, and controllers know exactly what you mean (no one likes surprises). It also builds credibility—when you sound like you know what you’re doing and belong, you’re treated well.
Pro tip: Spend time listening to ATC communications using a handheld aviation radio or liveatc.net. You’ll pick up standard calls surprisingly fast just by hearing real-world exchanges.
3. Leaving out key information
The mistake: Forgetting your position, intentions, or aircraft type—especially at non-towered airports.
The fix: Use a simple 3-part formula:
Example: “Scottsdale Tower, Cessna 723SP, 10 miles northeast inbound for a full stop landing with (ATIS ID).”
Pro tip: Before keying the mic, say your transmission out loud to yourself. It helps commit the structure to memory and avoids mid-sentence confusion.
4. Reading back instructions incorrectly (or not at all)
The mistake: Responding with just “roger” to a taxi or takeoff clearance—or reading back the wrong runway.
The fix: Always read back runway assignments, hold short instructions, and clearances verbatim. This confirms to ATC that you understood and prevents serious errors like runway incursions.
Pro tip: Write down taxi instructions and runway assignments as you receive them. Even experienced pilots jot down “22 / A / A3” or similar shorthand to stay accurate and clear.
5. Speaking too fast—or freezing up
The mistake: Speed-talking when nervous or saying nothing because you’re unsure what to say.
The fix: Take a breath and speak at a steady pace. If you’re unsure, it’s OK to ask ATC to repeat or clarify (they’re human too). They would rather repeat than fix a mistake.
Pro tip: Practice your most common calls (initial callup, position reports, taxi request) out loud when you’re not flying. And identify yourself as a student pilot as a queue to ATC to slow down and be patient.
Build Confidence One Call at a Time
Radio work doesn’t have to be stressful. Like any flying skill, it gets easier with practice. The key is preparation—knowing what to say, when to say it, and how to say it clearly.
For more in-depth tips, real-world examples, and practice scenarios, check out our VFR Communications course. It’s designed specifically for student pilots and helps you master the radio with confidence—before you ever key the mic.
Chart Smart: VFR Sectional Concentrated Obstructions
/in Tips and technique/by Eric RadtkeWhat does the boxed, highlighted altitude figure indicate to the southwest of the Sidney Municipal Airport (KSNY) near Sidney, Nebraska? Note, there are several other examples of the same altitude figures on the chart.
The boxed, highlighted altitudes indicates the presence of concentrated obstructions that are part of a wind turbine farm. Concentrated obstructions of wind turbine farms are portrayed by an overlying hatched area and dotted outline to represent the approximate parameters of the farm. One or more single turbine symbols will populate the farm. A boxed elevation figure representing the MSL elevation of the highest wind turbine within the area is placed inside the farm or, if space is limited, just outside. In this examply, the elevation of the highest wind turbine is 5,248′. Pilots are reminded that wind turbine blades and/or blade tips are not lighted. Wind turbine obstruction lights are located on top of the nacelle (generator) at the hub of wind turbines, which in some cases can be 200-300’ below the rotating blade tips.
Fly Perfect Patterns: Rectangular Course Techniques for Pilots
/in Video Tips/by Bret KoebbeThe rectangular course is one of the most basic maneuvers pilots learn during flight training. While it may sound boring, there’s a lot to learn from this simple pattern. In our latest Video Tip of the Week, we walk through each step of the rectangular course, with in-cockpit video and 3D animations. Even if you’re already an experienced pilot, this maneuver is a great way to keep your stick and rudder skills sharp.
The video clip below is from Sporty’s 2025 Learn to Fly Course
Flight Training for Young Pilots: How to Start Flying Early
/in Having fun, Tips and technique/by Paul JurgensAs a flight instructor, I am often asked the question, “How old do you have to be to start learning to fly?” Teens ask this question thinking that they will hear the 15 and a half or 16 years old that is required by many states to get a temporary permit in a car. Parents of younger children ask this question in some cases hoping that they can get an enthusiastic youth off of their back, in other cases because they would like to get their child up and flying.
The short answer to the question is that there is no minimum age for a child to begin learning to fly. The longer answer is a bit more complicated and I will attempt to discuss that here.
The short answer to the question is that there is no minimum age for a child to begin learning to fly.
Building an Early Love for Aviation
The love of aviation is a tremendous gift to give to your children. There are a number of toys, books, and videos that can help to encourage this love. When they are old enough to understand and not be frightened by the noise, airshows and trips to the airport can also deepen their appreciation of flight. To truly appreciate the joy and excitement of flight, they need a pleasant but memorable experience flying in an aircraft.
When my own kids were small, I did not want to take them up in an airplane with me until they were old enough to understand what was going on and be excited about the anticipated flight. For me, this was a present that I gave them for their 3rd birthdays. They were old enough to talk about what they were seeing and experiencing and could make associations between what was out the window and what they knew to be on the ground.
My oldest chattered the whole of her first flight and she recognized many objects on the ground including our house with “Papaw’s Big Truck” sitting in the driveway. Her Granny rode along in the back seat taking pictures and video to help with the long-term memory of the flight. My youngest had a similar memorable experience when her time came. Big sister sat in the back with Granny on that flight and pointed out things to her little sister up front with me.
Start Flying Early
If you are not a pilot or don’t have easy access to one, the EAA’s Young Eagles program may be an option for a free first flight if your child is 8-17. Your child will also receive several other free materials and opportunities through this program. You might also be able to book a flight experience with a local flight school or ride operator.
While there have been kids who have learned to control the airplane at a very young age, I see these types of flights being more useful for developing that early aviation bond. Can a child learn to fly at an early age? Yes, but they will always need to have a flight instructor on board to keep the flight legal and safe.
Oh, and before you get any grand ideas, the FAA does frown upon teaching kids to fly at a very young age in an attempt to “set a record” or create a “publicity stunt.” This type of thing can and has ended in tragedy. Please don’t attempt this and bring more regulation on the rest of us when another tragedy occurs.
After that first flight, K-12 students might also be interested in a free EAA AeroEducate account for keeping themselves involved in aviation activities in between flight lessons.
As the kids start to get older, I think that actual flight lessons on the control of the aircraft in flight can be great. These types of lessons should only be done on days with excellent weather conditions. The goal is not to teach them everything that there is to know about flying but to give them confidence in their ability to handle the aircraft in flight. Depending on their size, the instructor may have to handle all of the ground operations as they may not be able to reach the pedals.
Lessons like these should tend to be shorter and less frequent in nature than your standard lesson. This will help prevent burnout and encourage anticipation of the next flight.
If completed with an appropriately rated flight instructor, as they should be, these lessons can be logged and can count toward the child’s total flight time. You can find a flight school near you using Flight Training Central’s Flight School Locator when the time comes for finding a place to fly.
While there have been kids who have learned to control the airplane at a very young age, I see these types of flights being more useful for developing that early aviation bond.
Getting Serious About Flight Training
I generally don’t recommend a student getting serious about flight training until they are within a year of being able to fly solo. In a glider or balloon, a student pilot can solo at age 14. In an airplane or any other type of aircraft, the student pilot must be 16 to solo.
Now it is time to learn what they need to know on the ground and how it applies to actual flight.
If your child has taken part in the Young Eagles program, they will have online access to a free Young Eagles version of Sporty’s Learn to Fly course. The code for this is in the Young Eagles logbook received after this flight. Sporty’s has a lot of other paid courses and aviation products that might be of interest to your child.
The Aircraft Owners and Pilots Association (AOPA) has a number of flight training resources and scholarship opportunities for high school and older students through their You Can Fly program.
Lessons should start to get closer together and be flown under more varied conditions. The student should get serious about their studies. It won’t be long until the day for that first solo arrives.
When your student, young or old, completes that first solo, take the time to celebrate! They have accomplished something that only a small percentage of people will ever do; taken an aircraft from the ground and returned it safely to the earth.
After the celebration and a chance to breathe, it is time to head on to the next steps toward a Sport, Recreational, or Private certificate. A primary rating can be earned in a glider or balloon at 16 years of age; airplanes and others can be earned at 17. Keep the momentum from the solo rolling through to the next goal.
Beyond the Sporty’s, EAA, and AOPA programs mentioned above, there are other excellent aviation-based programs to keep your youth engaged. Be sure to check out the Aviation Exploring and the Civil Air Patrol websites to find out more about their programs and their appropriate ages.
Final Thoughts
Yes, learning to fly can begin at most any age but serious flight training should only begin when a reachable goal, like solo or a pilot certificate, is in sight. Share the dream and have some fun!