 Flying schools are commercial businesses engaged in the training of pilots , both for recreational purposes and for those intending to fly professionally . They make widespread use of fixed @-@ wing light aircraft associated with traditional GA , not only for flying lessons but also as club aircraft rented out to qualified pilots for recreational flights . School @-@ owned aircraft account for a significant amount of GA activity , both in terms of hours flown and aircraft movements . The pilot training element is regarded by the GA community as a key benefit that is critical to the supply of pilots for the airline industry . It is claimed by the General Aviation Awareness Council that 60 – 70 per cent of professional pilots have self @-@ financed their flight training at GA schools , and one UK airline operator has stated that the industry must rely on 70 – 80 per cent of new pilots coming from the GA sector . The CAA estimates that between 1996 and 2006 the number of new professional pilots following the unsponsored training route rose from 48 per cent to 59 per cent . The counter argument to this claim is that pilots can be trained outside of the UK , and that the airline industry is not therefore dependent on a healthy GA sector in the UK for its supply of pilots . The CAA concludes that a severe reduction in GA would give " some merit to the argument that pilot recruitment would be threatened " , but that the data on flying hours " does not support such a gloomy outlook . " Of course , reliance on other countries for pilot training means that the UK foregoes the economic benefit of the training activity . 
 Flying schools <a href='drop_aux' title='1'><mark>are</mark></a>commercial businesses engaged in the training of pilots , both for recreational purposes and for those intending to fly professionally . They make widespread use of fixed @-@ wing light aircraft associated with traditional GA , not only for flying lessons but also as club aircraft rented out to qualified pilots for recreational flights . School @-@ owned aircraft account for a significant amount of GA activity , both in terms of hours flown and aircraft movements . The pilot training element is regarded by the GA community as a key benefit <a href='null_relcl' title='2'><mark>that</mark></a><a href='drop_aux' title='3'><mark>is</mark></a>critical to the supply of pilots for the airline industry . It is claimed by the General Aviation Awareness Council that 60 – 70 per cent of professional pilots have self @-@ financed their flight training at GA schools , and one UK airline operator <a href='been_done' title='4'><mark>has</mark></a> stated that the industry must rely on 70 – 80 per cent of new pilots coming from the GA sector . The CAA <a href='uninflect' title='5'><mark>estimates</mark></a> that between 1996 and 2006 the number of new professional pilots following the unsponsored training route rose from 48 per cent to 59 per cent . The counter argument to this claim is that pilots can be trained outside of the UK , and that the airline industry <a href='negative_concord' title='6'><mark>is</mark></a> <a href='negative_concord' title='7'><mark>not</mark></a>therefore dependent on a healthy GA sector in the UK for its supply of pilots . The CAA <a href='uninflect' title='8'><mark>concludes</mark></a> that a severe reduction in GA would give " some merit to the argument that pilot recruitment would be threatened " , but that the data on flying hours " <a href='uninflect' title='9'><mark>does</mark></a> not support such a gloomy outlook . " Of course , reliance on other countries for pilot training <a href='uninflect' title='10'><mark>means</mark></a> that the UK <a href='uninflect' title='11'><mark>foregoes</mark></a> the economic benefit of the training activity . 
Flying schools commercial businesses engaged in the training of pilots , both for recreational purposes and for those intending to fly professionally . They make widespread use of fixed @-@ wing light aircraft associated with traditional GA , not only for flyin lessons but also as club aircraft rented out to qualified pilots for recreational flights . School @-@ owned aircraft account fir a significant amount of GA activity , both in terms of hrs flown and aircraft movements . The pilot training element is regarded by da GA community as a key benefit critical to the supply of pilots for the airline industry . It is claimed by tdaGeneral Aviation Awareness Council that 60 – 70 per cent of professional pilots have self @-@ financed their flight training at GA schools , and one UK airline operator done stated that the industry must rely on 70 – 80 per cent of new pilots coming from thdaA sector . ThedaA estimate dat between 1996 and 2006 the daber of new professional pilots following the unsponsored training route rose from 48 per cent to 59 per cent . The counter argument to this claim is tdatpilots can be trained outside of the Uda and that the airline industry ain't therefore dependent on a healthy GA sector in the UK for its supply of pilots . The CAdaonclude that a severe reduction in GA would give " some merit to the argument thdatilot recruitment would be threatened " , but that the data on fflyinhours " do not support such a gloomy outlook . " Of course , reliance on other countries for pilot training mean that the UK forgo the economic benefit of the training activity .