Flight Training

[Hover225]

Just trying to narrow the schools down, I am open to all schools at this point. Just figured I start with the well known school first. Not sure if the big schools are the way to go or not, Also believe the smaller schools could have their benefits also. Since I am from IL, Also looking hard at Midwest Helicopter in ST Louis. This would keep me close to home during training, so I would not have to relocate as much.

[Hover225]

Since you're around STL, call D&D Aviation at CPS(downtown airport). Or try Bill Hopper out at Helisat. Either one is a great choice.

[Nick9er]

Yes, we can agree to disagree and that's fine as well. I feel you've made numerous sweeping generalizations about flight instructors, training syllabi, flight schools, and Part 61 vs Part 141 programs that I question you have references to support, but I'll not go into that further. One statement caught my eye though:

 

 

This implies to me that, while having trained to be flight instructor, met the aeronautical experience requirements, passed the flight instructor written and practical examinations, and were awarded a flight instructor certificate, you weren't actually ready to instruct. Is that what you meant to state? Am I correct in assuming you know how to direct your student's training without any assistance now (ie. no syllabus, etc.)?

 

Bob

Hi Reylon!

 

Thought I'd pipe in, as it seems peoples reputation/credentials are being questioned.

 

I am a student at aclark's school....I know him pretty well, and we have numerous mutual friends. He's been with HAI for quite some time, and is our highest time instructor...he is VERY, VERY respected by the other instructors, and trains our CFI's. He's honest, hard working, and just plain fun to be around.

I have never flown with him, but I have friends who have, including one of my best friends who is a former student of his....all speak highly of his skills as a pilot and an instructor.

 

Hope that makes yah feel better.....and aclark79....don't let your head swell too much when you read this.

 

 

What I mean Bob, is that like most new instructors who are new to aviation and new to flying, Imy experiance in helicopters was what I had learned in school. I did not have any experiance actually teaching (helicopters) to anyone other than the DPE, the Stage Check Examiner and my CFI from the CFI portion of my flight training. Without a good sylabus I would have done my best, but I know that I did a better job having a stong sylibus to rely on. Thats why my 61 school used the 141 sylabus from the school I trained at. It helped a new and inexperianced instructor (me at the time) to be better at his job. I seriuosly doubt most brand new CFI's are capable of putting together a good training structure on their own. I think I was luckier than most in that I have worked as an instructor before I came to flight school and that helped, but even so I was gratefull for the guidance of the 141 sylabus

 

Now on to your second part, yes I am a better instructor now than I was 2 years ago when I started instructing. I think 26 out of 27 first try sign offs, over half of those first try were CFI candidates, is a pretty good track record (gold seal on the way). Even now with that experiance level I perfer to use the 141 sylubus developed at my school. Have I ever had to go away from it, yes, for special cases, such as people who come here from other schools and need to be 'finished' but those are the exceptions.

 

Do you really think a 200 hour pilot with no instruction given is going to be able to put together as good of a course as the pilots who put together a school's 141 program? Maybe its just me, but when I was new I pefered to follow the well laid path of those who had gone before me and done well. Assuredly a good 61 sylabus can be as effective as a good 141 syalbus, I just disagre with your original statement that the 141 sylabus is inflexible.

 

None of this response is intended to sound like a personal attack and if it does in any way please chaulk it up to the inability to experess body languuge on the internet. I'll assume your comments are meant in the same way.

 

 

I was luck enough to come back to Hillsboro as an instructor after a year teaching in NY where I averaged just under 36 hours a month. Once I was at Hillsboro for a bit I was offered the Assistant Chief position, but had to agree to stay for a year total. It was worth it to me for the chance to become a CFI instructor and get that experiance as well teaching full downs. Having taught FOI's CFI ground and all the stage checks has without question made me a better pilot. I could have stayed in NY and gotten a tour pilots position, but frankly with cost of living it would have been the same pay at the end of the day. Now I'm just waiting until the tour season starts at Mt. St. Helens.

 

If your started anytime after Oct 2002 we probably know each other.

Wait

[brettjeepski]

I went to mountain ridge helicopters for training and now work for them .

 

I picked them in the beginning because of location, price, they are smaller so a lot more personable. Chief instructor is awesome and is super caring.

 

They also have their sister side of their company that is out doing the commercial side of working 135, 137, 133, so you are able to talk with super experienced pilots first hand.

 

Great location to train. Practice areas right in front of hanger and lots of mountain flying.

 

I agree with the person that said find the best school that fits you!

[Catchy_Username]

I would encourage you to do as much research as possible. Your concerns about getting a CFI job after you finish your training is legitimate. However, as I found, if your are able and willing to move, you will find a job. Definitely treat everyday of your training as an interview.

 

If you are considering Montana, stop by and visit us at Red Eagle Aviation in Kalispell. We fly Schweizer 300s. They are great training platforms; Reliable, forgiving, affordable, etc. As with Missoula, ten minutes from the airport you can find yourself among 7,500' peaks. Our airport isn't as high as say Denver's, but coming from Portland at sea level, here you really learn how to manage power, especially during the summer months.

 

The other nice aspect about training here at Red Eagle is that we have the Flathead River flowing right through town, about a two minute flight from the airport and we are allowed to conduct the majority of your training down at the river. Sure you can "Auto" to a Runway/Taxiway intersection, but can you hit a gravel bar? I know there are many schools out there who will not allow you to land somewhere other than a runway, unless you are with the chief instructor.

 

Enstrom's are interesting machines, I have several hours in one. I have zero hours in a Robinson product.