Flight training is a place where there is supposed to be a high degree of professionalism and well-behaved students and instructors, but this isn’t always the case. For flight training providers, when their staff or customers deviate from safety or social norms, they sometimes face awkward conversations and difficult decisions.
Some students and CFIs engage in behaviors that range from immature to outright reckless and illegal. These actions compromise safety and business stature and, in some cases, may even violate regulations.
With modern tools like ADS-B tracking, cockpit cameras, and social media, many of these misdeeds are no longer private. What once might have been a whispered story among pilots might now be part of the public record, damaging trust in flight schools and the broader aviation community.
As in any environment, human dynamics are present and can generate aberrant behavior. With that in mind, here are 10 things flight training providers just might find themselves having to deal with when it comes to their customers or their staff.
And yes, all of these are things that flight training providers have actually encountered or found out happened in their aircraft. The goal of telling these is not to sensationalize but to reinforce the non-negotiable priority of safety and professionalism.
Creating Inappropriate “Pictures” with ADS-B Flight Tracks
It is becoming more common to find “pictures” drawn from ADS-B flight tracks posted on social media sites. In some cases, the pictures are commemorative, bringing attention to charities, or drawing innocent pictures. But that isn’t always the case. Some pilots choose to allow more immature impulses to take over and draw pictures of things such as phallic items.
This isn’t always just local pilots, either. Sometimes it is the “best of the best” who do it.
In April 2026, Finnish Air Force cadet pilots were reprimanded after multiple aircraft traced two giant penis-shaped patterns during a training exercise near Jyväskylä. The shapes appeared clearly on tracking services, drawing widespread media attention and disciplinary action from senior officers.
The inappropriateness of this is obvious.
Distracted Flying While Making Social Media Content
The rise of aviation influencers has led some students and CFIs to film, narrate flights, pose for selfies, or create content mid-flight using GoPros, phones, or mounts. What starts as “harmless vlogging” can quickly become a deadly distraction.
Incidents involving content creators, such as pilots focusing on their cameras instead of flying, have contributed to crashes or near-misses. One analysis highlighted a female pilot whose heavy emphasis on social media filming was suspected in a fatal accident. Another YouTuber staged a crash for views, leading to federal obstruction charges. Even without crashes, constant narration or camera adjustments violate the spirit of sterile cockpit rules extended to GA.
FAR 91.13 and good airmanship prohibit activities that interfere with safe flight. Risks include missing traffic, botched landings, or spatial disorientation. Many schools now ban non-essential recording during critical phases and require all content to be reviewed and approved post-flight. Professionalism demands that the airplane is flown first; content creation belongs on the ground.
At a minimum, cameras should be turned on before the airplane is turned on and left to run, focusing on flying rather than managing cameras, unless the camera work is left to a passenger.
Taking the Aircraft to Unapproved Airports or Airport Surfaces Such as Grass Runways
Students or CFIs sometimes divert to uncharted grass strips, closed airports, or unauthorized surfaces like grass beside paved runways “just to practice” or for convenience. Or to go to “this cool place they heard of.” Many rental agreements and school policies explicitly prohibit this due to liability and aircraft damage risks.
FAA guidance emphasizes that pilots must operate only on approved surfaces. Incidents include ground loops or prop strikes when landing on unprepared grass or airplanes getting stuck in places they weren’t really meant to go. In some cases, airport operators have reported pilots ignoring policies, leading to damage and insurance claims.
This behavior violates preflight planning requirements (FAR 91.103) and can void insurance coverage. Safety risks include hidden obstacles, soft ground that can cause nose-overs, and runway incursions at unfamiliar fields. For students, it bypasses the required training for grass operations. CFIs who allow it risk their own certificates. Mitigation involves strict airport authorization lists, dual GPS cross-checks, and emphasizing that “adventure flying” has no place in structured training.
Performing Unauthorized Aerobatics or Extreme Maneuvers
Outside the approved syllabus, some students or even CFIs try to perform maneuvers such as loops, rolls, or steep banks in aircraft that are not certified or insured for aerobatics. This thrill-seeking often occurs to “impress” or accelerate training.
Risks include exceeding aircraft G-limits, which can lead to structural failure or loss of control. Some maneuvers may push the aircraft beyond established limitations in the aircraft’s Type Certificate Data Sheet and FAR 91.13. Consequences range from aircraft damage to fatal spins or subsequent structural failures of the aircraft involving other pilots.
If the aircraft isn’t approved for it, if you aren’t trained for it, and you aren’t in the right place to do these types of maneuvers, the answer is simple. Don’t.
Operating the Aircraft While Impaired by Alcohol, Drugs, or Fatigue
“Eight hours bottle to throttle” is the legal minimum, yet some ignore it or fly while fatigued from late-night studying or partying. Prescription drugs or even too many energy drinks can impair judgment.
Impairment is a leading factor in GA accidents, according to NTSB data. It violates FAR 91.17 and 91.13. Real cases involve post-crash toxicology showing alcohol. Schools enforce random testing and fatigue risk management.
This should be an obvious one to avoid, but there are those who don’t. If you know someone who is breaking these regulations and best practices, talk with them. If they ignore you, talk with someone else who can put a stop to it. You have to share the airspace with them, also.
Excessive Use of Personal Electronic Devices for Non-Essential Purposes
Texting, scrolling social media, or gaming on tablets diverts attention even in “cruise” flight. While sterile cockpit rules are stricter for Part 121/135, GA pilots must still prioritize flying.
I am not saying you can’t put some music on in your headset during a long cross-country flight, but you shouldn’t be watching that downloaded movie from your favorite streaming service while the aircraft is on autopilot either.
Distractions create numerous opportunities for near misses and worse. Have good policies for distracted flying considerations. I get it, it’s a modern age with lots of things going on, but look outside the window. It’s worth the view.
Low-Level Flying or “Buzzing” for Thrills or Photos
Show-off passes over homes, events, or water for videos or ego boost violate minimum safe altitudes (FAR 91.119) and create noise complaints or collision risks. This reckless behavior has led to certificate suspensions.
Training must stress regulatory compliance over adrenaline. If for no other reason than there are an ever-growing number of cell phone (and other) towers out there, the old days of barnstorming are dead. Don’t die with them.
Ignoring or Falsifying Safety Protocols, Checklists, or Maintenance Logs
Skipping run-up checklists, ignoring squawks, or backdating logbook entries to meet flight-hour requirements occur under schedule pressure.
Check the maintenance logs. Make sure ADs aren’t overflown and inspections are completed. If they aren’t, don’t fly the plane until they are.
The fact that the logbooks aren’t with the plane when it is flying is all too commonly cited as a “they won’t catch me flying with __________ not done.”
If something does happen to go wrong, and it always seems that it happens when the paperwork isn’t fully done, it can and many times does lead to FAA enforcement and may include certificate revocation.
“Self-Pleasuring” While Flying
I can’t believe I have to say this. I have actually heard stories of pilots who, even on a first solo in one case, took the opportunity for, um…well, some self-pleasure.
Yup, I vomited a little in my mouth just writing that at the thought.
Sadly, this isn’t just in little planes. There was even a case a number of years ago of an airline captain who was accused of exposing himself, watching pornography, and masturbating in the cockpit while the first officer flew the aircraft alone. The incident led to federal charges, a lawsuit against the airline, and highlighted how such behavior can escalate to threats against the other crew member. Similar reports have surfaced in GA, including private pilots caught in compromising positions via cockpit recordings or post-flight reviews.
The risks are obvious. The gross factor is high.
We shouldn’t have to say this, but just don’t do this.
Sexual Engagement Activities Between Students or Students and Instructors
And well, if you think people are gross doing that alone, it’s equally gross to do it together.
The “mile-high club” is too tempting for some pilots, or CFI and student pairings.
There continue to be stories every year of in-flight couplings that happen. Obviously, flying the plane isn’t a prime focus during some of this time. Naturally, scanning for traffic is compromised in these, well, compromising moments.
Documented cases include a Russian flight instructor and a female cadet fired after a leaked cockpit sex video emerged from a training flight. In the U.S., NTSB reports have linked crashes to in-flight sexual activity, such as a 1990s Piper Seneca incident where both occupants were partially clothed at the time of the fatal loss of control. USAF training scandals have also involved instructors engaging in relationships with students, leading to court martials.
Professionalism concerns are certainly here when it is a CFI and a client for a training operation. Potentially even legal ones that relate to HR or worse. Consenting adults in such an instance may not have such concerns, but it just isn’t safe.
Plus, other people have to fly in that plane later. Yuk. And I am not just saying that because I am a little OCD.
I know after reading this, you may be thinking, “People actually do some of these?”
Yeah. Because people are people. Be better and more professional pilots than these examples.
The hard part really comes for flight training providers who hear about their CFIs or customers doing these types of behaviors with their aircraft. They have to choose what to do with those who engage in such behaviors.
Their challenge is no longer just to deliver safe, effective instruction that meets FAA standards, but they must also cultivate and enforce a professional culture that prevents inappropriate behaviors like these from happening. Because once a rumor spreads, others may become “copycats” and want to do it as well.
Chief flight instructors, school managers, and owners cannot afford reactive, ad-hoc responses. A structured, documented approach—rooted in prevention, early detection, fair investigation, decisive action, and continuous improvement—protects lives, preserves certificates, and safeguards the business.
Keep your ears open for what your customers or CFIs are saying around the lunch table or on social media. Don’t be afraid to pull up an ADS-B track or two once in a while for your operations flights. If your aircraft are equipped, download track data once in a while and see if people are doing odd things with your aircraft. Contact local airport managers or operators at nearby airports and foster an openness for them to call you if they see things happening in your aircraft that they believe are unsafe or unprofessional.
Aviation is a very small community, and few things stay secret very long. All you have to do is listen and look a little, and you will likely catch these kinds of things when they happen or shortly after.
If you get evidence, act decisively. I have torn up a rental agreement for more than one customer and, over the years, fired a few instructors on the spot without hesitation for similar behavior. Set that tone and make others know that you won’t tolerate these types of operations with your aircraft as a business or as a CFI who is working with students. Even if you are working with someone in their own plane.
There is nothing wrong as a CFI with finding out a student is doing things that are unsafe and telling them to find another CFI.
If behaviors aren’t terminated, you may get to a point where you will even contact the FAA to let them step in. A middle ground might be to have an FAA Safety Representative schedule an airman counseling session that is recorded to encourage the person to improve their behavior.
Not every violator is irredeemable, though. After appropriate discipline, you might offer a structured approach toward better pilot behavior. There might be some additional training, supervised flights focused on professionalism, or referral to aviation psychology resources. Track compliance through follow-up flights and data reviews.
Most students and instructors treat the cockpit as a professional workspace, not a playground or content studio. But some need to get the message differently. Professionalism is not an add-on to flight training; it is the foundation. Managers who enforce it rigorously protect their people, their aircraft, their business, and the airspace that we all share.
As pilots and aircraft owners, we cherish the freedom of flight—the ability to soar above the clouds, escape the daily grind, and reach destinations that ground-bound travelers can only dream of. Yet, this privilege comes with profound responsibilities. To keep ourselves and our passengers safe.
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