Recurrent Training

A "requirement" you can live by

It's time to renew your insurance on that cherry little airplane you bought right after you earned your private pilot certificate. Markets have changed over the past year, and rates are a little less flexible. In fact, this year, if you don't do something different, you may find your rates going up, even though you've got more experience in your logbook.

Before you throw your hands up in despair, talk frankly with your insurance broker or company. The two of you may find that the simplest way to combat rising insurance rates is something that makes good sense anyway - yearly recurrent training.

But I Only Need A Flight Review!

To satisfy federal aviation regulations it's true, pilots need only prove their mettle to an instructor every two years in order to retain their flying privileges, but that's not good enough for many insurance companies. The government's own statistics, as well as the insurance company's actuarial tables, show that pilots who participate in recurrency training on a yearly or more frequent basis have fewer accidents. Pilots who have fewer accidents generate more profit for their insurance companies.

Insurance companies have long required pilots of turboprop and turbojet airplanes to take standardized or "brand name" initial and recurrent training courses before providing coverage. The programs have been so successful that recently they've begun offering "preferential" rates to piston-powered pilots who comply with the same training requirements.

You may find insurance for you and your airplane that doesn't require supplemental recurrency training, but in today's tight market, don't be surprised if the rates you pay are higher. And next year, they may be higher still.

Making The Training Pay

Fiscally it makes sense for you to opt for the preferential (read that "less expensive") insurance rates and comply with the insurance company's recurrent training request. They win, because you become less of a risk, but you win, too, because you become a safer pilot.

Some insurance companies specify exactly what they deem to be recurrent training. Flying with a flight instructor for two hours a year rarely counts. they are looking for a structured program consisting of an ordered plan or syllabus, including preflight and post-flight briefings.

The aircraft owners associations, including the American Bonanza Society and the Cessna Pilot's Association all have recurrent training seminars that are specifically designed to fit the bill. These programs are type-specific - if you own a Bonanza, that's the only airplane you'll talk about for two days. You'll (figuratively) take apart the engine, go over all the Airworthiness Directives and Service Bulletins that affect you, learn every foible, and every secret to operating your machine safely and efficiently. You'll know everything you ever wanted to know - and more - about your airplane before you leave (and what's wrong with that?).

The FAA has its own Pilot Proficiency Award (Wings) Program that also rates highly with most insurance companies. The Wings program is preferred by many because you can use your own instructor and your own airplane and complete the program at your home base. Each stage is composed of an hour each doing air work, pattern work, and hood work with a CFI, and attending at least one FAA-sponsored safety seminar.

There are 20 stages, or phases, and after completing each of the first 10 you receive a small set of wings and a certificate from the FAA. You get a certificate only for each of the second 10 phases. The Wings program is designed to be a progressive flight review, and each stage counts as one. If your CFI isn't familiar with the Wings program, call the safety program manager at your local FAA Flight Standards District Office (FSDO) for more information.

Finally, insurance companies love it when you upgrade your ratings. Training for a new certificate or rating definitely counts as recurrent training in their books. Yes, you'll end up spending far more than two or three hours in the air in the process, but didn't you learn to fly so that you could go flying?

Consider, then, adding an instrument rating to your private pilot certificate. Or look into learning to fly a complex or high performance airplane. Any airplane with more than 200 horsepower will do for high performance. Complex airplanes must have retractable landing gear, flaps, and a controllable propeller. Pick up a tailwheel endorsement while taking an emergency maneuvers training course or a basic aerobatics course. You'll feel better about flying when you know you can control your craft on both the front side and the back side of the power envelope; and your landings, once you've mastered a tailwheeler, will be the envy of all.

Some pilots see recurrency training as a burden they've taken on when they signed their certificates. Hogwash, say I. Learning to fly is a process that ends only when you choose to vacate the captain's seat permanently. Each takeoff is different, as is each landing, even if you perform it at home base for the millionth time. And every one of us could use an excuse to go fly with an instructor once a year or so. The insurance companies may have money at the bottom of their reasoning, but the fact remains that annual recurrency training for general aviation pilots makes good sense.

Pick a program, a rating or a class that sparks your imagination. Arrange to attend in conjunction with an air show, a trade show or convention, if the course is away from home. Or find an instructor who participates in Wings and get started. You'll only be a better pilot on the other side.