Tows Downturn

On May 29, 12:50*pm, Steve Freeman wrote:
Our club noticed a significant drop in the number of tows in 2011. It was a bit over 25% less than the average of the previous three years with no corresponding decrease in the number of members. The reduction was especially apparent in the 1K tows. I am curious if other clubs (100+ members) noticed the same drop or if it is local to our club. Please let me know how your data compares and the number of members you have. Thanks

Steve -

Our club (near Seattle, WA) peaked in 2009 and has declined about 10%
each year in both 2010 and 2011. For us, its pretty clear that what
happened was we had a surge of members in 2008 and 2009, but far too
many of them were not progressing as students and got frustrated and
dropped out. So member-retention has been a major factor in our
finances & tow numbers (especially as more and more of our local
pilots either age-out or become nomadic retirees).

On a related note (although a bit off-topic from your main question):
In our club, we have volunteer instructors that rotate weekend duties
and essentially students can show up on any day to fly with whatever
CFIG is on-duty; so you can imagine how messy our training process
is. In response, I'm working on my CFIG to help be a part of the
solution ( - I should get the written tests done just after I fly in
the Std Class Nationals). Like Scott Manley, I expect to include a
lot of simulator training with my students to try to help them
practice more often and get more out of their real flights. I'm also
going to refuse to participate in our club's rotating instructional
duties - I don't believe in the value of random stick-and-rudder
sessions with no pre-flight or post-flight briefing, or continuity of
instruction. Instead I'll take on ~2 students at a time and focus on
*making pilots* out of them, before taking on any more.

--Noel

I have seen 30% drop in tows the last three years, 50% in 6 years.
Some of it may be folks now come out when the weather is good and stay
up longer thanks to Dr Jack and other forecasting tools, but the drop
in active pilots is the main factor IMO

aerodyne

On May 29, 1:39*pm, aerodyne wrote:
I have seen 30% drop in tows the last three years, 50% in 6 years.
Some of it may be folks now come out when the weather is good and stay
up longer thanks to Dr Jack and other forecasting tools, but the drop
in active pilots is the main factor IMO

I've noticed the same thing, once people became convinced of the
accuracy of BLIPMAPs and the like, most started showing up at our
local soaring sites only on the really "good" days, then eventually
some of those stopped showing up at all. A truly odd side-effect of
improved technology...

Marc

On May 29, 4:21*pm, Marc wrote:
On May 29, 1:39*pm, aerodyne wrote:

I have seen 30% drop in tows the last three years, 50% in 6 years.
Some of it may be folks now come out when the weather is good and stay
up longer thanks to Dr Jack and other forecasting tools, but the drop
in active pilots is the main factor IMO

I've noticed the same thing, once people became convinced of the
accuracy of BLIPMAPs and the like, most started showing up at our
local soaring sites only on the really "good" days, then eventually
some of those stopped showing up at all. *A truly odd side-effect of
improved technology...

Marc

I would suggest an additional factor is the cost of tows. When they
are as expensive as now, it pays to pick the best days. Hey, winch
launches can cost as little as $5/launch.

On Tuesday, May 29, 2012 4:28:04 PM UTC-4, noel.wade wrote:
I don't believe in the value of random stick-and-rudder
sessions with no pre-flight or post-flight briefing, or continuity of
instruction.
--Noel

Bravo.

Speaking as a student pilot who is not a "quick learning young natural", and who has had a haphazard and prolonged training, I believe that I've found the 'silver lining' to what appears to be the prevalent and defacto training methodology in the USA. The 'silver lining' to the current state-of-training is this: as I approach the date of my practical test, I've come to the conclusion that no test or examiner can (or will) accurately evaluate the completeness and quality of my training, knowledge, and manifest skill. That responsibility rests squarely on me and that realization suggests to me that I should pass the "attitude" and "wisdom" components of the practical examination. CFI-Gs and recurrent training are essential to identifying and correcting deficiencies, but the responsibility is mine. It's 100% up to me to identify the holes in my training and skills, and my limitations. It's up to me to remedy my deficiencies and fly within my limitations. That's a critical part of what it means to deserve a pilot's certificate.

All of my several instructors have been terrifically skillful, dedicated, and generous, but the overall training methodology, as it plays out in practice, and in my limited experience, is catch-as-catch-can. Maybe it's suppose to be that way?? It's surely made me self-reliant. If a student is not prepared to passionately continue their training for the rest of their flying career, then they should not show up for their practical exam. It's on the student's head to make that frank self-examination.